{"title":"Brawa New Items 2026","description":"","products":[{"product_id":"brawa-70131","title":"Brawa 70131 - H0 Express Train Locomotive BR 01.10 DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe 01.10 series in its final construction state is certainly one of the most famous German locomotive series. Not least due to its use in the Emsland region until May 31, 1975, and the accompanying end of steam-powered express trains in West Germany, the series also achieved cult status outside Germany.\u003cbr\u003eThis was preceded by the further development of the 01 series into a 150 km\/h three-cylinder express train locomotive, which, in keeping with the spirit of the times, was delivered to the Deutsche Reichsbahn in 1939\/40 with streamlined bodywork by Berliner Maschinenbau AG vorm. Schwartzkopff and classified as the 01.10 series. However, due to the war, only 55 of the 204 engines ordered were delivered, 54 of which went to the Deutsche Bundesbahn (DB).\u003cbr\u003eThe young locomotives, some of which were in a desolate condition after the war, underwent an initial thorough overhaul, during which the streamlined fairing was removed and the boilers were given normal cladding. The maximum speed was reduced to 140 km\/h.\u003cbr\u003eShortly thereafter, problems arose with the St47k boiler steel used, which proved to be not resistant to aging. Since the locomotives were urgently needed for DB's express train service, the development of a completely welded replacement boiler was initiated as early as 1952. Just one year later, the 01.10 locomotives were equipped with new high-performance boilers with mixed preheaters.\u003cbr\u003eIn the following years, there were many further improvements, which were primarily designed to increase efficiency and performance with a view to more reliable operation. The most noticeable external changes are the conversion of the rod bearings to roller bearings and the installation of a main oil firing system in 34 of the 54 locomotives.\u003cbr\u003eDB deliberately moved the locomotives to the Bebra, Kassel, and Osnabrück depots in order to be able to cover the demanding traffic on the north-south route and the 01.10 roller runway. With the ongoing electrification of these routes, the final chapter in their operational history began with their relocation (at the end of the 1960s) to Hamburg-Altona and Rheine. The locomotives are now designated as series 011 (coal-fired) and 012 (oil-fired). Express train service with steam locomotives on the DB ended on September 30, 1972, on the Marschbahn line to Sylt and on May 31, 1975, on the Emsland line.\u003cbr\u003eOn December 6, 1975, 012 066-7 was back under steam as a museum locomotive, making it one of a total of ten engines that have been preserved in museums to this day. \u003cbr\u003e\u003cbr\u003eThe coal-fired 01.10 locomotives from the Kassel depot were regularly used on the Main-Weser Railway in 1962. Unlike the oil-fired locomotives, the coal locomotives retained their tall single-piece chimneys for a very long time. The 01 1098 represents this condition.\u003cbr\u003e01 1098 in its 1962 condition: coal-fired; six sandboxes; old-style cylinders; roller bearings; tall single-piece chimney\u003cbr\u003e\u003cbr\u003eImpact resistant body and chassis \u003cbr\u003ePerforated underframe in die-cast zinc \u003cbr\u003eDie-cast zinc spoked wheels \u003cbr\u003eFine metal drive and coupling rods \u003cbr\u003eDetailed replica of the internal engine \u003cbr\u003eDrive in the tender for optimal driving characteristics \u003cbr\u003eClose coupling between locomotive and tender \u003cbr\u003eStandard shaft rear with link guide \u003cbr\u003eTrue to original boiler rear wall \u003cbr\u003eMetal axle bearing \u003cbr\u003eTrue to scale axle base \u003cbr\u003e*Navigable minimum radius: For best driving characteristics of the BR 01.10 steam locomotive we recommend the use on R 420.\u003cbr\u003eLength over buffers: 277,5 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 4\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: eingebaut\u003cbr\u003eDecoder (Döhler+Haass): eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329725571309,"sku":"Brawa-70131","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-70131.jpg?v=1769965958"},{"product_id":"brawa-70128","title":"Brawa 70128 - H0 Express Train Locomotive BR 01.10 DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe 01.10 series in its final construction state is certainly one of the most famous German locomotive series. Not least due to its use in the Emsland region until May 31, 1975, and the accompanying end of steam-powered express trains in West Germany, the series also achieved cult status outside Germany.\u003cbr\u003eThis was preceded by the further development of the 01 series into a 150 km\/h three-cylinder express train locomotive, which, in keeping with the spirit of the times, was delivered to the Deutsche Reichsbahn in 1939\/40 with streamlined bodywork by Berliner Maschinenbau AG vorm. Schwartzkopff and classified as the 01.10 series. However, due to the war, only 55 of the 204 engines ordered were delivered, 54 of which went to the Deutsche Bundesbahn (DB).\u003cbr\u003eThe young locomotives, some of which were in a desolate condition after the war, underwent an initial thorough overhaul, during which the streamlined fairing was removed and the boilers were given normal cladding. The maximum speed was reduced to 140 km\/h.\u003cbr\u003eShortly thereafter, problems arose with the St47k boiler steel used, which proved to be not resistant to aging. Since the locomotives were urgently needed for DB's express train service, the development of a completely welded replacement boiler was initiated as early as 1952. Just one year later, the 01.10 locomotives were equipped with new high-performance boilers with mixed preheaters.\u003cbr\u003eIn the following years, there were many further improvements, which were primarily designed to increase efficiency and performance with a view to more reliable operation. The most noticeable external changes are the conversion of the rod bearings to roller bearings and the installation of a main oil firing system in 34 of the 54 locomotives.\u003cbr\u003eDB deliberately moved the locomotives to the Bebra, Kassel, and Osnabrück depots in order to be able to cover the demanding traffic on the north-south route and the 01.10 roller runway. With the ongoing electrification of these routes, the final chapter in their operational history began with their relocation (at the end of the 1960s) to Hamburg-Altona and Rheine. The locomotives are now designated as series 011 (coal-fired) and 012 (oil-fired). Express train service with steam locomotives on the DB ended on September 30, 1972, on the Marschbahn line to Sylt and on May 31, 1975, on the Emsland line.\u003cbr\u003eOn December 6, 1975, 012 066-7 was back under steam as a museum locomotive, making it one of a total of ten engines that have been preserved in museums to this day. \u003cbr\u003e\u003cbr\u003eThe coal-fired 01.10 locomotives from the Kassel depot were regularly used on the Main-Weser Railway in 1962. Unlike the oil-fired locomotives, the coal locomotives retained their tall single-piece chimneys for a very long time. The 01 1098 represents this condition.\u003cbr\u003e01 1098 in its 1962 condition: coal-fired; six sandboxes; old-style cylinders; roller bearings; tall single-piece chimney\u003cbr\u003e\u003cbr\u003eImpact resistant body and chassis \u003cbr\u003ePerforated underframe in die-cast zinc \u003cbr\u003eDie-cast zinc spoked wheels \u003cbr\u003eFine metal drive and coupling rods \u003cbr\u003eDetailed replica of the internal engine \u003cbr\u003eDrive in the tender for optimal driving characteristics \u003cbr\u003eClose coupling between locomotive and tender \u003cbr\u003eStandard shaft rear with link guide \u003cbr\u003eTrue to original boiler rear wall \u003cbr\u003eMetal axle bearing \u003cbr\u003eTrue to scale axle base \u003cbr\u003e*Navigable minimum radius: For best driving characteristics of the BR 01.10 steam locomotive we recommend the use on R 420.\u003cbr\u003eLength over buffers: 277,5 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 4\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: vorbereitet","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329725604077,"sku":"Brawa-70128","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-70128.jpg?v=1769965959"},{"product_id":"brawa-70130","title":"Brawa 70130 - H0 Express Train Locomotive BR 01.10 DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe 01.10 series in its final construction state is certainly one of the most famous German locomotive series. Not least due to its use in the Emsland region until May 31, 1975, and the accompanying end of steam-powered express trains in West Germany, the series also achieved cult status outside Germany.\u003cbr\u003eThis was preceded by the further development of the 01 series into a 150 km\/h three-cylinder express train locomotive, which, in keeping with the spirit of the times, was delivered to the Deutsche Reichsbahn in 1939\/40 with streamlined bodywork by Berliner Maschinenbau AG vorm. Schwartzkopff and classified as the 01.10 series. However, due to the war, only 55 of the 204 engines ordered were delivered, 54 of which went to the Deutsche Bundesbahn (DB).\u003cbr\u003eThe young locomotives, some of which were in a desolate condition after the war, underwent an initial thorough overhaul, during which the streamlined fairing was removed and the boilers were given normal cladding. The maximum speed was reduced to 140 km\/h.\u003cbr\u003eShortly thereafter, problems arose with the St47k boiler steel used, which proved to be not resistant to aging. Since the locomotives were urgently needed for DB's express train service, the development of a completely welded replacement boiler was initiated as early as 1952. Just one year later, the 01.10 locomotives were equipped with new high-performance boilers with mixed preheaters.\u003cbr\u003eIn the following years, there were many further improvements, which were primarily designed to increase efficiency and performance with a view to more reliable operation. The most noticeable external changes are the conversion of the rod bearings to roller bearings and the installation of a main oil firing system in 34 of the 54 locomotives.\u003cbr\u003eDB deliberately moved the locomotives to the Bebra, Kassel, and Osnabrück depots in order to be able to cover the demanding traffic on the north-south route and the 01.10 roller runway. With the ongoing electrification of these routes, the final chapter in their operational history began with their relocation (at the end of the 1960s) to Hamburg-Altona and Rheine. The locomotives are now designated as series 011 (coal-fired) and 012 (oil-fired). Express train service with steam locomotives on the DB ended on September 30, 1972, on the Marschbahn line to Sylt and on May 31, 1975, on the Emsland line.\u003cbr\u003eOn December 6, 1975, 012 066-7 was back under steam as a museum locomotive, making it one of a total of ten engines that have been preserved in museums to this day. \u003cbr\u003e\u003cbr\u003eThe coal-fired 01.10 locomotives from the Kassel depot were regularly used on the Main-Weser Railway in 1962. Unlike the oil-fired locomotives, the coal locomotives retained their tall single-piece chimneys for a very long time. The 01 1098 represents this condition.\u003cbr\u003e01 1098 in its 1962 condition: coal-fired; six sandboxes; old-style cylinders; roller bearings; tall single-piece chimney\u003cbr\u003e\u003cbr\u003eImpact resistant body and chassis \u003cbr\u003ePerforated underframe in die-cast zinc \u003cbr\u003eDie-cast zinc spoked wheels \u003cbr\u003eFine metal drive and coupling rods \u003cbr\u003eDetailed replica of the internal engine \u003cbr\u003eDrive in the tender for optimal driving characteristics \u003cbr\u003eClose coupling between locomotive and tender \u003cbr\u003eStandard shaft rear with link guide \u003cbr\u003eTrue to original boiler rear wall \u003cbr\u003eMetal axle bearing \u003cbr\u003eTrue to scale axle base \u003cbr\u003e*Navigable minimum radius: For best driving characteristics of the BR 01.10 steam locomotive we recommend the use on R 420.\u003cbr\u003eLength over buffers: 277,5 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 4\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: eingebaut\u003cbr\u003eDecoder (Döhler+Haass): eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329725702381,"sku":"Brawa-70130","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-70130.jpg?v=1769965961"},{"product_id":"brawa-70135","title":"Brawa 70135 - H0 Express Train Locomotive BR 011 DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe 01.10 series in its final construction state is certainly one of the most famous German locomotive series. Not least due to its use in the Emsland region until May 31, 1975, and the accompanying end of steam-powered express trains in West Germany, the series also achieved cult status outside Germany.\u003cbr\u003eThis was preceded by the further development of the 01 series into a 150 km\/h three-cylinder express train locomotive, which, in keeping with the spirit of the times, was delivered to the Deutsche Reichsbahn in 1939\/40 with streamlined bodywork by Berliner Maschinenbau AG vorm. Schwartzkopff and classified as the 01.10 series. However, due to the war, only 55 of the 204 engines ordered were delivered, 54 of which went to the Deutsche Bundesbahn (DB).\u003cbr\u003eThe young locomotives, some of which were in a desolate condition after the war, underwent an initial thorough overhaul, during which the streamlined fairing was removed and the boilers were given normal cladding. The maximum speed was reduced to 140 km\/h.\u003cbr\u003eShortly thereafter, problems arose with the St47k boiler steel used, which proved to be not resistant to aging. Since the locomotives were urgently needed for DB's express train service, the development of a completely welded replacement boiler was initiated as early as 1952. Just one year later, the 01.10 locomotives were equipped with new high-performance boilers with mixed preheaters.\u003cbr\u003eIn the following years, there were many further improvements, which were primarily designed to increase efficiency and performance with a view to more reliable operation. The most noticeable external changes are the conversion of the rod bearings to roller bearings and the installation of a main oil firing system in 34 of the 54 locomotives.\u003cbr\u003eDB deliberately moved the locomotives to the Bebra, Kassel, and Osnabrück depots in order to be able to cover the demanding traffic on the north-south route and the 01.10 roller runway. With the ongoing electrification of these routes, the final chapter in their operational history began with their relocation (at the end of the 1960s) to Hamburg-Altona and Rheine. The locomotives are now designated as series 011 (coal-fired) and 012 (oil-fired). Express train service with steam locomotives on the DB ended on September 30, 1972, on the Marschbahn line to Sylt and on May 31, 1975, on the Emsland line.\u003cbr\u003eOn December 6, 1975, 012 066-7 was back under steam as a museum locomotive, making it one of a total of ten engines that have been preserved in museums to this day. \u003cbr\u003e\u003cbr\u003eBefore the Rheine depot in Osnabrück and Hamburg was assigned BR 012 locomotives, coal-fired 011 locomotives ran on the Emsland line from here for many years. The 011 062-7 remained in service in its last state of maintenance until February 10, 1973.\u003cbr\u003e011 062-7 in its 1968 condition: coal-fired, six sandboxes; new cylinders; roller bearings; Atlas turntables; flat chimney; wheel flange lubrication pump\u003cbr\u003e\u003cbr\u003eImpact resistant body and chassis \u003cbr\u003ePerforated underframe in die-cast zinc \u003cbr\u003eDie-cast zinc spoked wheels \u003cbr\u003eFine metal drive and coupling rods \u003cbr\u003eDetailed replica of the internal engine \u003cbr\u003eDrive in the tender for optimal driving characteristics \u003cbr\u003eClose coupling between locomotive and tender \u003cbr\u003eStandard shaft rear with link guide \u003cbr\u003eTrue to original boiler rear wall \u003cbr\u003eMetal axle bearing \u003cbr\u003eTrue to scale axle base \u003cbr\u003e*Navigable minimum radius: For best driving characteristics of the BR 01.10 steam locomotive we recommend the use on R 420.\u003cbr\u003eLength over buffers: 277,5 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 4\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: eingebaut\u003cbr\u003eDecoder (Döhler+Haass): eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329725735149,"sku":"Brawa-70135","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-70135.jpg?v=1769965963"},{"product_id":"brawa-70132","title":"Brawa 70132 - H0 Express Train Locomotive BR 011 DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe 01.10 series in its final construction state is certainly one of the most famous German locomotive series. Not least due to its use in the Emsland region until May 31, 1975, and the accompanying end of steam-powered express trains in West Germany, the series also achieved cult status outside Germany.\u003cbr\u003eThis was preceded by the further development of the 01 series into a 150 km\/h three-cylinder express train locomotive, which, in keeping with the spirit of the times, was delivered to the Deutsche Reichsbahn in 1939\/40 with streamlined bodywork by Berliner Maschinenbau AG vorm. Schwartzkopff and classified as the 01.10 series. However, due to the war, only 55 of the 204 engines ordered were delivered, 54 of which went to the Deutsche Bundesbahn (DB).\u003cbr\u003eThe young locomotives, some of which were in a desolate condition after the war, underwent an initial thorough overhaul, during which the streamlined fairing was removed and the boilers were given normal cladding. The maximum speed was reduced to 140 km\/h.\u003cbr\u003eShortly thereafter, problems arose with the St47k boiler steel used, which proved to be not resistant to aging. Since the locomotives were urgently needed for DB's express train service, the development of a completely welded replacement boiler was initiated as early as 1952. Just one year later, the 01.10 locomotives were equipped with new high-performance boilers with mixed preheaters.\u003cbr\u003eIn the following years, there were many further improvements, which were primarily designed to increase efficiency and performance with a view to more reliable operation. The most noticeable external changes are the conversion of the rod bearings to roller bearings and the installation of a main oil firing system in 34 of the 54 locomotives.\u003cbr\u003eDB deliberately moved the locomotives to the Bebra, Kassel, and Osnabrück depots in order to be able to cover the demanding traffic on the north-south route and the 01.10 roller runway. With the ongoing electrification of these routes, the final chapter in their operational history began with their relocation (at the end of the 1960s) to Hamburg-Altona and Rheine. The locomotives are now designated as series 011 (coal-fired) and 012 (oil-fired). Express train service with steam locomotives on the DB ended on September 30, 1972, on the Marschbahn line to Sylt and on May 31, 1975, on the Emsland line.\u003cbr\u003eOn December 6, 1975, 012 066-7 was back under steam as a museum locomotive, making it one of a total of ten engines that have been preserved in museums to this day. \u003cbr\u003e\u003cbr\u003eBefore the Rheine depot in Osnabrück and Hamburg was assigned BR 012 locomotives, coal-fired 011 locomotives ran on the Emsland line from here for many years. The 011 062-7 remained in service in its last state of maintenance until February 10, 1973.\u003cbr\u003e011 062-7 in its 1968 condition: coal-fired, six sandboxes; new cylinders; roller bearings; Atlas turntables; flat chimney; wheel flange lubrication pump\u003cbr\u003e\u003cbr\u003eImpact resistant body and chassis \u003cbr\u003ePerforated underframe in die-cast zinc \u003cbr\u003eDie-cast zinc spoked wheels \u003cbr\u003eFine metal drive and coupling rods \u003cbr\u003eDetailed replica of the internal engine \u003cbr\u003eDrive in the tender for optimal driving characteristics \u003cbr\u003eClose coupling between locomotive and tender \u003cbr\u003eStandard shaft rear with link guide \u003cbr\u003eTrue to original boiler rear wall \u003cbr\u003eMetal axle bearing \u003cbr\u003eTrue to scale axle base \u003cbr\u003e*Navigable minimum radius: For best driving characteristics of the BR 01.10 steam locomotive we recommend the use on R 420.\u003cbr\u003eLength over buffers: 277,5 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 4\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: vorbereitet","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329725866221,"sku":"Brawa-70132","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-70132.jpg?v=1769965965"},{"product_id":"brawa-70134","title":"Brawa 70134 - H0 Express Train Locomotive BR 011 DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe 01.10 series in its final construction state is certainly one of the most famous German locomotive series. Not least due to its use in the Emsland region until May 31, 1975, and the accompanying end of steam-powered express trains in West Germany, the series also achieved cult status outside Germany.\u003cbr\u003eThis was preceded by the further development of the 01 series into a 150 km\/h three-cylinder express train locomotive, which, in keeping with the spirit of the times, was delivered to the Deutsche Reichsbahn in 1939\/40 with streamlined bodywork by Berliner Maschinenbau AG vorm. Schwartzkopff and classified as the 01.10 series. However, due to the war, only 55 of the 204 engines ordered were delivered, 54 of which went to the Deutsche Bundesbahn (DB).\u003cbr\u003eThe young locomotives, some of which were in a desolate condition after the war, underwent an initial thorough overhaul, during which the streamlined fairing was removed and the boilers were given normal cladding. The maximum speed was reduced to 140 km\/h.\u003cbr\u003eShortly thereafter, problems arose with the St47k boiler steel used, which proved to be not resistant to aging. Since the locomotives were urgently needed for DB's express train service, the development of a completely welded replacement boiler was initiated as early as 1952. Just one year later, the 01.10 locomotives were equipped with new high-performance boilers with mixed preheaters.\u003cbr\u003eIn the following years, there were many further improvements, which were primarily designed to increase efficiency and performance with a view to more reliable operation. The most noticeable external changes are the conversion of the rod bearings to roller bearings and the installation of a main oil firing system in 34 of the 54 locomotives.\u003cbr\u003eDB deliberately moved the locomotives to the Bebra, Kassel, and Osnabrück depots in order to be able to cover the demanding traffic on the north-south route and the 01.10 roller runway. With the ongoing electrification of these routes, the final chapter in their operational history began with their relocation (at the end of the 1960s) to Hamburg-Altona and Rheine. The locomotives are now designated as series 011 (coal-fired) and 012 (oil-fired). Express train service with steam locomotives on the DB ended on September 30, 1972, on the Marschbahn line to Sylt and on May 31, 1975, on the Emsland line.\u003cbr\u003eOn December 6, 1975, 012 066-7 was back under steam as a museum locomotive, making it one of a total of ten engines that have been preserved in museums to this day. \u003cbr\u003e\u003cbr\u003eBefore the Rheine depot in Osnabrück and Hamburg was assigned BR 012 locomotives, coal-fired 011 locomotives ran on the Emsland line from here for many years. The 011 062-7 remained in service in its last state of maintenance until February 10, 1973.\u003cbr\u003e011 062-7 in its 1968 condition: coal-fired, six sandboxes; new cylinders; roller bearings; Atlas turntables; flat chimney; wheel flange lubrication pump\u003cbr\u003e\u003cbr\u003eImpact resistant body and chassis \u003cbr\u003ePerforated underframe in die-cast zinc \u003cbr\u003eDie-cast zinc spoked wheels \u003cbr\u003eFine metal drive and coupling rods \u003cbr\u003eDetailed replica of the internal engine \u003cbr\u003eDrive in the tender for optimal driving characteristics \u003cbr\u003eClose coupling between locomotive and tender \u003cbr\u003eStandard shaft rear with link guide \u003cbr\u003eTrue to original boiler rear wall \u003cbr\u003eMetal axle bearing \u003cbr\u003eTrue to scale axle base \u003cbr\u003e*Navigable minimum radius: For best driving characteristics of the BR 01.10 steam locomotive we recommend the use on R 420.\u003cbr\u003eLength over buffers: 277,5 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 4\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: eingebaut\u003cbr\u003eDecoder (Döhler+Haass): eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329725898989,"sku":"Brawa-70134","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-70134.jpg?v=1769965966"},{"product_id":"brawa-70127","title":"Brawa 70127 - H0 Express Train Locomotive BR 012 DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe 01.10 series in its final construction state is certainly one of the most famous German locomotive series. Not least due to its use in the Emsland region until May 31, 1975, and the accompanying end of steam-powered express trains in West Germany, the series also achieved cult status outside Germany.\u003cbr\u003eThis was preceded by the further development of the 01 series into a 150 km\/h three-cylinder express train locomotive, which, in keeping with the spirit of the times, was delivered to the Deutsche Reichsbahn in 1939\/40 with streamlined bodywork by Berliner Maschinenbau AG vorm. Schwartzkopff and classified as the 01.10 series. However, due to the war, only 55 of the 204 engines ordered were delivered, 54 of which went to the Deutsche Bundesbahn (DB).\u003cbr\u003eThe young locomotives, some of which were in a desolate condition after the war, underwent an initial thorough overhaul, during which the streamlined fairing was removed and the boilers were given normal cladding. The maximum speed was reduced to 140 km\/h.\u003cbr\u003eShortly thereafter, problems arose with the St47k boiler steel used, which proved to be not resistant to aging. Since the locomotives were urgently needed for DB's express train service, the development of a completely welded replacement boiler was initiated as early as 1952. Just one year later, the 01.10 locomotives were equipped with new high-performance boilers with mixed preheaters.\u003cbr\u003eIn the following years, there were many further improvements, which were primarily designed to increase efficiency and performance with a view to more reliable operation. The most noticeable external changes are the conversion of the rod bearings to roller bearings and the installation of a main oil firing system in 34 of the 54 locomotives.\u003cbr\u003eDB deliberately moved the locomotives to the Bebra, Kassel, and Osnabrück depots in order to be able to cover the demanding traffic on the north-south route and the 01.10 roller runway. With the ongoing electrification of these routes, the final chapter in their operational history began with their relocation (at the end of the 1960s) to Hamburg-Altona and Rheine. The locomotives are now designated as series 011 (coal-fired) and 012 (oil-fired). Express train service with steam locomotives on the DB ended on September 30, 1972, on the Marschbahn line to Sylt and on May 31, 1975, on the Emsland line.\u003cbr\u003eOn December 6, 1975, 012 066-7 was back under steam as a museum locomotive, making it one of a total of ten engines that have been preserved in museums to this day. \u003cbr\u003e \u003cbr\u003eFrom 1985 to 2005, the 01 1100\/012 100-4 was the star of the operational DB museum locomotives. During its scheduled service from April 1967 to September 1971, the locomotive was based at the Hamburg-Altona depot, from where it pulled express and fast trains daily via the Marschbahn to Westerland or Kiel.\u003cbr\u003e012 100-4 in its 04\/1974 condition: oil firing; six sandboxes; new cylinders; roller bearings; Atlas turntables; oil emergency shut-off linkage on the tender; high chimney with cap; flange lubrication pump\u003cbr\u003e\u003cbr\u003eImpact resistant body and chassis \u003cbr\u003ePerforated underframe in die-cast zinc \u003cbr\u003eDie-cast zinc spoked wheels \u003cbr\u003eFine metal drive and coupling rods \u003cbr\u003eDetailed replica of the internal engine \u003cbr\u003eDrive in the tender for optimal driving characteristics \u003cbr\u003eClose coupling between locomotive and tender \u003cbr\u003eStandard shaft rear with link guide \u003cbr\u003eTrue to original boiler rear wall \u003cbr\u003eMetal axle bearing \u003cbr\u003eTrue to scale axle base \u003cbr\u003e*Navigable minimum radius: For best driving characteristics of the BR 01.10 steam locomotive we recommend the use on R 420.\u003cbr\u003eLength over buffers: 277,5 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 4\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: eingebaut\u003cbr\u003eDecoder (Döhler+Haass): eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329725997293,"sku":"Brawa-70127","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-70127.jpg?v=1769965968"},{"product_id":"brawa-70124","title":"Brawa 70124 - H0 Express Train Locomotive BR 012 DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe 01.10 series in its final construction state is certainly one of the most famous German locomotive series. Not least due to its use in the Emsland region until May 31, 1975, and the accompanying end of steam-powered express trains in West Germany, the series also achieved cult status outside Germany.\u003cbr\u003eThis was preceded by the further development of the 01 series into a 150 km\/h three-cylinder express train locomotive, which, in keeping with the spirit of the times, was delivered to the Deutsche Reichsbahn in 1939\/40 with streamlined bodywork by Berliner Maschinenbau AG vorm. Schwartzkopff and classified as the 01.10 series. However, due to the war, only 55 of the 204 engines ordered were delivered, 54 of which went to the Deutsche Bundesbahn (DB).\u003cbr\u003eThe young locomotives, some of which were in a desolate condition after the war, underwent an initial thorough overhaul, during which the streamlined fairing was removed and the boilers were given normal cladding. The maximum speed was reduced to 140 km\/h.\u003cbr\u003eShortly thereafter, problems arose with the St47k boiler steel used, which proved to be not resistant to aging. Since the locomotives were urgently needed for DB's express train service, the development of a completely welded replacement boiler was initiated as early as 1952. Just one year later, the 01.10 locomotives were equipped with new high-performance boilers with mixed preheaters.\u003cbr\u003eIn the following years, there were many further improvements, which were primarily designed to increase efficiency and performance with a view to more reliable operation. The most noticeable external changes are the conversion of the rod bearings to roller bearings and the installation of a main oil firing system in 34 of the 54 locomotives.\u003cbr\u003eDB deliberately moved the locomotives to the Bebra, Kassel, and Osnabrück depots in order to be able to cover the demanding traffic on the north-south route and the 01.10 roller runway. With the ongoing electrification of these routes, the final chapter in their operational history began with their relocation (at the end of the 1960s) to Hamburg-Altona and Rheine. The locomotives are now designated as series 011 (coal-fired) and 012 (oil-fired). Express train service with steam locomotives on the DB ended on September 30, 1972, on the Marschbahn line to Sylt and on May 31, 1975, on the Emsland line.\u003cbr\u003eOn December 6, 1975, 012 066-7 was back under steam as a museum locomotive, making it one of a total of ten engines that have been preserved in museums to this day. \u003cbr\u003e \u003cbr\u003eFrom 1985 to 2005, the 01 1100\/012 100-4 was the star of the operational DB museum locomotives. During its scheduled service from April 1967 to September 1971, the locomotive was based at the Hamburg-Altona depot, from where it pulled express and fast trains daily via the Marschbahn to Westerland or Kiel.\u003cbr\u003e012 100-4 in its 04\/1974 condition: oil firing; six sandboxes; new cylinders; roller bearings; Atlas turntables; oil emergency shut-off linkage on the tender; high chimney with cap; flange lubrication pump\u003cbr\u003e\u003cbr\u003eImpact resistant body and chassis \u003cbr\u003ePerforated underframe in die-cast zinc \u003cbr\u003eDie-cast zinc spoked wheels \u003cbr\u003eFine metal drive and coupling rods \u003cbr\u003eDetailed replica of the internal engine \u003cbr\u003eDrive in the tender for optimal driving characteristics \u003cbr\u003eClose coupling between locomotive and tender \u003cbr\u003eStandard shaft rear with link guide \u003cbr\u003eTrue to original boiler rear wall \u003cbr\u003eMetal axle bearing \u003cbr\u003eTrue to scale axle base \u003cbr\u003e*Navigable minimum radius: For best driving characteristics of the BR 01.10 steam locomotive we recommend the use on R 420.\u003cbr\u003eLength over buffers: 277,5 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 4\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: vorbereitet","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329726062829,"sku":"Brawa-70124","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-70124.jpg?v=1769965970"},{"product_id":"brawa-70126","title":"Brawa 70126 - H0 Express Train Locomotive BR 012 DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe 01.10 series in its final construction state is certainly one of the most famous German locomotive series. Not least due to its use in the Emsland region until May 31, 1975, and the accompanying end of steam-powered express trains in West Germany, the series also achieved cult status outside Germany.\u003cbr\u003eThis was preceded by the further development of the 01 series into a 150 km\/h three-cylinder express train locomotive, which, in keeping with the spirit of the times, was delivered to the Deutsche Reichsbahn in 1939\/40 with streamlined bodywork by Berliner Maschinenbau AG vorm. Schwartzkopff and classified as the 01.10 series. However, due to the war, only 55 of the 204 engines ordered were delivered, 54 of which went to the Deutsche Bundesbahn (DB).\u003cbr\u003eThe young locomotives, some of which were in a desolate condition after the war, underwent an initial thorough overhaul, during which the streamlined fairing was removed and the boilers were given normal cladding. The maximum speed was reduced to 140 km\/h.\u003cbr\u003eShortly thereafter, problems arose with the St47k boiler steel used, which proved to be not resistant to aging. Since the locomotives were urgently needed for DB's express train service, the development of a completely welded replacement boiler was initiated as early as 1952. Just one year later, the 01.10 locomotives were equipped with new high-performance boilers with mixed preheaters.\u003cbr\u003eIn the following years, there were many further improvements, which were primarily designed to increase efficiency and performance with a view to more reliable operation. The most noticeable external changes are the conversion of the rod bearings to roller bearings and the installation of a main oil firing system in 34 of the 54 locomotives.\u003cbr\u003eDB deliberately moved the locomotives to the Bebra, Kassel, and Osnabrück depots in order to be able to cover the demanding traffic on the north-south route and the 01.10 roller runway. With the ongoing electrification of these routes, the final chapter in their operational history began with their relocation (at the end of the 1960s) to Hamburg-Altona and Rheine. The locomotives are now designated as series 011 (coal-fired) and 012 (oil-fired). Express train service with steam locomotives on the DB ended on September 30, 1972, on the Marschbahn line to Sylt and on May 31, 1975, on the Emsland line.\u003cbr\u003eOn December 6, 1975, 012 066-7 was back under steam as a museum locomotive, making it one of a total of ten engines that have been preserved in museums to this day. \u003cbr\u003e \u003cbr\u003eFrom 1985 to 2005, the 01 1100\/012 100-4 was the star of the operational DB museum locomotives. During its scheduled service from April 1967 to September 1971, the locomotive was based at the Hamburg-Altona depot, from where it pulled express and fast trains daily via the Marschbahn to Westerland or Kiel.\u003cbr\u003e012 100-4 in its 04\/1974 condition: oil firing; six sandboxes; new cylinders; roller bearings; Atlas turntables; oil emergency shut-off linkage on the tender; high chimney with cap; flange lubrication pump\u003cbr\u003e\u003cbr\u003eImpact resistant body and chassis \u003cbr\u003ePerforated underframe in die-cast zinc \u003cbr\u003eDie-cast zinc spoked wheels \u003cbr\u003eFine metal drive and coupling rods \u003cbr\u003eDetailed replica of the internal engine \u003cbr\u003eDrive in the tender for optimal driving characteristics \u003cbr\u003eClose coupling between locomotive and tender \u003cbr\u003eStandard shaft rear with link guide \u003cbr\u003eTrue to original boiler rear wall \u003cbr\u003eMetal axle bearing \u003cbr\u003eTrue to scale axle base \u003cbr\u003e*Navigable minimum radius: For best driving characteristics of the BR 01.10 steam locomotive we recommend the use on R 420.\u003cbr\u003eLength over buffers: 277,5 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 4\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: eingebaut\u003cbr\u003eDecoder (Döhler+Haass): eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329726128365,"sku":"Brawa-70126","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-70126.jpg?v=1769965971"},{"product_id":"brawa-44577","title":"Brawa 44577 - H0 Double-Deck Coaches Metronom, set of 3 (RE 3 Hamburg Hbf)","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eAt the end of 2010, Bombardier Transportation obtained an order for 27 five-part Bombardier TWINDEXX Vario® double-decker push-pull trains belonging to the 2010 generation. The block trains with comfortable equipment for long-distance traffic consist of three 2nd class middle wagons, one 1st class middle wagon and one 2nd class control car respectively. The TWINDEXX Vario® is a further development of the tried-and-trusted double-decker platform from Görlitz. Each train has 468 seats, 70 of which are in 1st class as well as 9 bicycle parking spaces. The top speed of the trains is 160 km\/h. The equipment of the double-decker trains for use in long-distance traffic will correspond to the level of comfort found in ICE trains.\u003cbr\u003e1 Control Car, 2 Middle Waggons 2nd class\u003cbr\u003eExactly scale 1:87\u003cbr\u003eTrue-to-original length over buffer\u003cbr\u003eStructure made of high-quality, impact-resistant plastic\u003cbr\u003eMetal bottom plate\u003cbr\u003ePrinted window frames\u003cbr\u003eIn-plane assembled windows\u003cbr\u003eIlluminated destination indicator (digital)\u003cbr\u003eLighting with warm white LEDs\u003cbr\u003eIlluminated driver's cab\u003cbr\u003eTrue-to-scale details\u003cbr\u003eExtra mounted windscreen wiper\u003cbr\u003ePerfectly replicated three-dimensional front\u003cbr\u003eMultipart bogies\u003cbr\u003eFine paintwork and painting\u003cbr\u003ePainting adjusted for BRAWA TRAXX Electric Locomotive BR 146.5\u003cbr\u003eWith interior fittings, incl. driver's cab\u003cbr\u003eNEM-standard close coupling\u003cbr\u003eLight change white\/red, in the direction of travel\u003cbr\u003eMetal bearing\u003cbr\u003eZugBus: automatic detection of the first and last model in the train; controlling and programming of all functions; detection of brake sections\u003cbr\u003eZugBUS-Functions are only available in digital mode\u003cbr\u003eLength over buffers: 919 mm\u003cbr\u003eBefahrbarer Mindestradius: 360 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal \u0026amp; zwei rote Schlusslichter in Fahrtrichtung wechselnd\u003cbr\u003eInneneinrichtung: eingebaut\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eDecoder (Döhler+Haass): eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329726193901,"sku":"Brawa-44577","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-44577.jpg?v=1769965974"},{"product_id":"brawa-44570","title":"Brawa 44570 - H0 Double-Deck Coaches Metronom, set of 3 (RE 3 Hamburg Hbf)","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eAt the end of 2010, Bombardier Transportation obtained an order for 27 five-part Bombardier TWINDEXX Vario® double-decker push-pull trains belonging to the 2010 generation. The block trains with comfortable equipment for long-distance traffic consist of three 2nd class middle wagons, one 1st class middle wagon and one 2nd class control car respectively. The TWINDEXX Vario® is a further development of the tried-and-trusted double-decker platform from Görlitz. Each train has 468 seats, 70 of which are in 1st class as well as 9 bicycle parking spaces. The top speed of the trains is 160 km\/h. The equipment of the double-decker trains for use in long-distance traffic will correspond to the level of comfort found in ICE trains.\u003cbr\u003e1 Control Car, 2 Middle Waggons 2nd class\u003cbr\u003eExactly scale 1:87\u003cbr\u003eTrue-to-original length over buffer\u003cbr\u003eStructure made of high-quality, impact-resistant plastic\u003cbr\u003eMetal bottom plate\u003cbr\u003ePrinted window frames\u003cbr\u003eIn-plane assembled windows\u003cbr\u003eIlluminated destination indicator (digital)\u003cbr\u003eLighting with warm white LEDs\u003cbr\u003eIlluminated driver's cab\u003cbr\u003eTrue-to-scale details\u003cbr\u003eExtra mounted windscreen wiper\u003cbr\u003ePerfectly replicated three-dimensional front\u003cbr\u003eMultipart bogies\u003cbr\u003eFine paintwork and painting\u003cbr\u003ePainting adjusted for BRAWA TRAXX Electric Locomotive BR 146.5\u003cbr\u003eWith interior fittings, incl. driver's cab\u003cbr\u003eNEM-standard close coupling\u003cbr\u003eLight change white\/red, in the direction of travel\u003cbr\u003eMetal bearing\u003cbr\u003eZugBus: automatic detection of the first and last model in the train; controlling and programming of all functions; detection of brake sections\u003cbr\u003eZugBUS-Functions are only available in digital mode\u003cbr\u003eLength over buffers: 919 mm\u003cbr\u003eBefahrbarer Mindestradius: 360 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal \u0026amp; zwei rote Schlusslichter in Fahrtrichtung wechselnd\u003cbr\u003eInneneinrichtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329726259437,"sku":"Brawa-44570","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-44570.jpg?v=1769965975"},{"product_id":"brawa-44574","title":"Brawa 44574 - H0 Double-Deck Coaches Metronom, set of 3 (RE 3 Hamburg Hbf)","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eAt the end of 2010, Bombardier Transportation obtained an order for 27 five-part Bombardier TWINDEXX Vario® double-decker push-pull trains belonging to the 2010 generation. The block trains with comfortable equipment for long-distance traffic consist of three 2nd class middle wagons, one 1st class middle wagon and one 2nd class control car respectively. The TWINDEXX Vario® is a further development of the tried-and-trusted double-decker platform from Görlitz. Each train has 468 seats, 70 of which are in 1st class as well as 9 bicycle parking spaces. The top speed of the trains is 160 km\/h. The equipment of the double-decker trains for use in long-distance traffic will correspond to the level of comfort found in ICE trains.\u003cbr\u003e1 Control Car, 2 Middle Waggons 2nd class\u003cbr\u003eExactly scale 1:87\u003cbr\u003eTrue-to-original length over buffer\u003cbr\u003eStructure made of high-quality, impact-resistant plastic\u003cbr\u003eMetal bottom plate\u003cbr\u003ePrinted window frames\u003cbr\u003eIn-plane assembled windows\u003cbr\u003eIlluminated destination indicator (digital)\u003cbr\u003eLighting with warm white LEDs\u003cbr\u003eIlluminated driver's cab\u003cbr\u003eTrue-to-scale details\u003cbr\u003eExtra mounted windscreen wiper\u003cbr\u003ePerfectly replicated three-dimensional front\u003cbr\u003eMultipart bogies\u003cbr\u003eFine paintwork and painting\u003cbr\u003ePainting adjusted for BRAWA TRAXX Electric Locomotive BR 146.5\u003cbr\u003eWith interior fittings, incl. driver's cab\u003cbr\u003eNEM-standard close coupling\u003cbr\u003eLight change white\/red, in the direction of travel\u003cbr\u003eMetal bearing\u003cbr\u003eZugBus: automatic detection of the first and last model in the train; controlling and programming of all functions; detection of brake sections\u003cbr\u003eZugBUS-Functions are only available in digital mode\u003cbr\u003eLength over buffers: 919 mm\u003cbr\u003eBefahrbarer Mindestradius: 360 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal \u0026amp; zwei rote Schlusslichter in Fahrtrichtung wechselnd\u003cbr\u003eInneneinrichtung: eingebaut\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eDecoder (Döhler+Haass): eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329726587117,"sku":"Brawa-44574","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-44574.jpg?v=1769965977"},{"product_id":"brawa-70168","title":"Brawa 70168 - H0 Freight Locomotive BR 150 X SNCF","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe Deutsche Reichsbahn Gesellschaft’s (DRG) procurement process for standardised freight locomotives mirrored its earlier evaluations of the 01 and 02 series. According to the specification, the new locomotive had to be capable of hauling goods trains weighing up to 1,200 metric tons over low mountain ranges, with an axle pressure of 20 tons. The maximum speed was set at 70 km\/h for the pre-series locomotives. In 1926, to determine the most economical design, orders were placed with various locomotive manufacturers for the construction of 10 locomotives each of the 43 (two-cylinder engine) and 44 (three-cylinder engine) series. In addition to allocating the locomotives to other railway depots, a direct comparison was made between the 43 and 44 at the Pressig-Rothenkirchen depot. The respective merits and shortcomings of both series were determined via tests on the Franconian Forest Railway.\u003cbr\u003e\u003cbr\u003eThe comparison of the two series did not initially favour the more powerful 44 series – the increased economy offered by the two-cylinder type 43 locomotive won the day. However, as Germany emerged from the shadow of the Great Depression in the mid-1930s, calls for more powerful freight locomotives grew louder. The experience gained ten years earlier with the type 44 was still fresh in the memory. The type 44 013-065 locomotives were consequently developed as an intermediate series – in part based on the experience gained in steam engine construction since 1925. In 1938 (from 44 066), full series production finally began. By 1949, a total of 1989 type 44 locomotives had been built at various locomotive factories in Germany and abroad. The new models lived up to all expectations and henceforth became the backbone of the goods train fleet.\u003cbr\u003e150 X 24 in its 1946 condition: without wind deflectors; disc drive gear set; ÜK driver's cab\u003cbr\u003e\u003cbr\u003eDetailed and movable internal engine, with two crop axles\u003cbr\u003eAC version with latest pickup generation\u003cbr\u003eBoiler, driver's cab and tender made of high-quality, impact-resistant plastic\u003cbr\u003ePerforated underframe and spoked wheels in die-cast zinc\u003cbr\u003eStandard shaft rear with link guide\u003cbr\u003eIlluminated driver's cab (Version Digital EXTRA)\u003cbr\u003eFire flickering (Version Digital EXTRA)\u003cbr\u003eSound decoder, either built in or as a retrofit option\u003cbr\u003eSmoke generator can be retrofitted\u003cbr\u003eClose coupling between locomotive and tender\u003cbr\u003ePerfectly replicated back boilerplate\u003cbr\u003eDrive in the tender\u003cbr\u003eSingle axle bearing\u003cbr\u003eMany extra mounted parts\u003cbr\u003eTrue to original wagner smoke deflectors\u003cbr\u003eTender 2'2' T32\u003cbr\u003eLength over buffers: 261 mm\u003cbr\u003eBefahrbarer Mindestradius: 360 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 4\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Zweilicht-Spitzensignal in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: vorbereitet","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329726652653,"sku":"Brawa-70168","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-70168.jpg?v=1769965978"},{"product_id":"brawa-70170","title":"Brawa 70170 - H0 Freight Locomotive BR 150 X SNCF","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe Deutsche Reichsbahn Gesellschaft’s (DRG) procurement process for standardised freight locomotives mirrored its earlier evaluations of the 01 and 02 series. According to the specification, the new locomotive had to be capable of hauling goods trains weighing up to 1,200 metric tons over low mountain ranges, with an axle pressure of 20 tons. The maximum speed was set at 70 km\/h for the pre-series locomotives. In 1926, to determine the most economical design, orders were placed with various locomotive manufacturers for the construction of 10 locomotives each of the 43 (two-cylinder engine) and 44 (three-cylinder engine) series. In addition to allocating the locomotives to other railway depots, a direct comparison was made between the 43 and 44 at the Pressig-Rothenkirchen depot. The respective merits and shortcomings of both series were determined via tests on the Franconian Forest Railway.\u003cbr\u003e\u003cbr\u003eThe comparison of the two series did not initially favour the more powerful 44 series – the increased economy offered by the two-cylinder type 43 locomotive won the day. However, as Germany emerged from the shadow of the Great Depression in the mid-1930s, calls for more powerful freight locomotives grew louder. The experience gained ten years earlier with the type 44 was still fresh in the memory. The type 44 013-065 locomotives were consequently developed as an intermediate series – in part based on the experience gained in steam engine construction since 1925. In 1938 (from 44 066), full series production finally began. By 1949, a total of 1989 type 44 locomotives had been built at various locomotive factories in Germany and abroad. The new models lived up to all expectations and henceforth became the backbone of the goods train fleet.\u003cbr\u003e150 X 24 in its 1946 condition: without wind deflectors; disc drive gear set; ÜK driver's cab\u003cbr\u003e\u003cbr\u003eDetailed and movable internal engine, with two crop axles\u003cbr\u003eAC version with latest pickup generation\u003cbr\u003eBoiler, driver's cab and tender made of high-quality, impact-resistant plastic\u003cbr\u003ePerforated underframe and spoked wheels in die-cast zinc\u003cbr\u003eStandard shaft rear with link guide\u003cbr\u003eIlluminated driver's cab (Version Digital EXTRA)\u003cbr\u003eFire flickering (Version Digital EXTRA)\u003cbr\u003eSound decoder, either built in or as a retrofit option\u003cbr\u003eSmoke generator can be retrofitted\u003cbr\u003eClose coupling between locomotive and tender\u003cbr\u003ePerfectly replicated back boilerplate\u003cbr\u003eDrive in the tender\u003cbr\u003eSingle axle bearing\u003cbr\u003eMany extra mounted parts\u003cbr\u003eTrue to original wagner smoke deflectors\u003cbr\u003eTender 2'2' T32\u003cbr\u003eLength over buffers: 261 mm\u003cbr\u003eBefahrbarer Mindestradius: 360 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 4\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Zweilicht-Spitzensignal in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: eingebaut\u003cbr\u003eDecoder (Döhler+Haass): eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329726718189,"sku":"Brawa-70170","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-70170.jpg?v=1769965980"},{"product_id":"brawa-70160","title":"Brawa 70160 - H0 Freight Locomotive BR 44 DR","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe Deutsche Reichsbahn Gesellschaft’s (DRG) procurement process for standardised freight locomotives mirrored its earlier evaluations of the 01 and 02 series. According to the specification, the new locomotive had to be capable of hauling goods trains weighing up to 1,200 metric tons over low mountain ranges, with an axle pressure of 20 tons. The maximum speed was set at 70 km\/h for the pre-series locomotives. In 1926, to determine the most economical design, orders were placed with various locomotive manufacturers for the construction of 10 locomotives each of the 43 (two-cylinder engine) and 44 (three-cylinder engine) series. In addition to allocating the locomotives to other railway depots, a direct comparison was made between the 43 and 44 at the Pressig-Rothenkirchen depot. The respective merits and shortcomings of both series were determined via tests on the Franconian Forest Railway.\u003cbr\u003e\u003cbr\u003eThe comparison of the two series did not initially favour the more powerful 44 series – the increased economy offered by the two-cylinder type 43 locomotive won the day. However, as Germany emerged from the shadow of the Great Depression in the mid-1930s, calls for more powerful freight locomotives grew louder. The experience gained ten years earlier with the type 44 was still fresh in the memory. The type 44 013-065 locomotives were consequently developed as an intermediate series – in part based on the experience gained in steam engine construction since 1925. In 1938 (from 44 066), full series production finally began. By 1949, a total of 1989 type 44 locomotives had been built at various locomotive factories in Germany and abroad. The new models lived up to all expectations and henceforth became the backbone of the goods train fleet.\u003cbr\u003e44 1153 in its 1967 condition: small wind deflectors mounted high up; lower-mounted pumps; closed center skirt; 2'2 T30 tender\u003cbr\u003e\u003cbr\u003eDetailed and movable internal engine, with two crop axles\u003cbr\u003eAC version with latest pickup generation\u003cbr\u003eBoiler, driver's cab and tender made of high-quality, impact-resistant plastic\u003cbr\u003ePerforated underframe and spoked wheels in die-cast zinc\u003cbr\u003eStandard shaft rear with link guide\u003cbr\u003eIlluminated driver's cab (Version Digital EXTRA)\u003cbr\u003eFire flickering (Version Digital EXTRA)\u003cbr\u003eSound decoder, either built in or as a retrofit option\u003cbr\u003eSmoke generator can be retrofitted\u003cbr\u003eClose coupling between locomotive and tender\u003cbr\u003ePerfectly replicated back boilerplate\u003cbr\u003eDrive in the tender\u003cbr\u003eSingle axle bearing\u003cbr\u003eMany extra mounted parts\u003cbr\u003eTrue to original wagner smoke deflectors\u003cbr\u003eTender 2'2' T32\u003cbr\u003eLength over buffers: 261 mm\u003cbr\u003eBefahrbarer Mindestradius: 360 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 4\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Zweilicht-Spitzensignal in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: vorbereitet","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329726816493,"sku":"Brawa-70160","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-70160.jpg?v=1769965985"},{"product_id":"brawa-70162","title":"Brawa 70162 - H0 Freight Locomotive BR 44 DR","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe Deutsche Reichsbahn Gesellschaft’s (DRG) procurement process for standardised freight locomotives mirrored its earlier evaluations of the 01 and 02 series. According to the specification, the new locomotive had to be capable of hauling goods trains weighing up to 1,200 metric tons over low mountain ranges, with an axle pressure of 20 tons. The maximum speed was set at 70 km\/h for the pre-series locomotives. In 1926, to determine the most economical design, orders were placed with various locomotive manufacturers for the construction of 10 locomotives each of the 43 (two-cylinder engine) and 44 (three-cylinder engine) series. In addition to allocating the locomotives to other railway depots, a direct comparison was made between the 43 and 44 at the Pressig-Rothenkirchen depot. The respective merits and shortcomings of both series were determined via tests on the Franconian Forest Railway.\u003cbr\u003e\u003cbr\u003eThe comparison of the two series did not initially favour the more powerful 44 series – the increased economy offered by the two-cylinder type 43 locomotive won the day. However, as Germany emerged from the shadow of the Great Depression in the mid-1930s, calls for more powerful freight locomotives grew louder. The experience gained ten years earlier with the type 44 was still fresh in the memory. The type 44 013-065 locomotives were consequently developed as an intermediate series – in part based on the experience gained in steam engine construction since 1925. In 1938 (from 44 066), full series production finally began. By 1949, a total of 1989 type 44 locomotives had been built at various locomotive factories in Germany and abroad. The new models lived up to all expectations and henceforth became the backbone of the goods train fleet.\u003cbr\u003e44 1153 in its 1967 condition: small wind deflectors mounted high up; lower-mounted pumps; closed center skirt; 2'2 T30 tender\u003cbr\u003e\u003cbr\u003eDetailed and movable internal engine, with two crop axles\u003cbr\u003eAC version with latest pickup generation\u003cbr\u003eBoiler, driver's cab and tender made of high-quality, impact-resistant plastic\u003cbr\u003ePerforated underframe and spoked wheels in die-cast zinc\u003cbr\u003eStandard shaft rear with link guide\u003cbr\u003eIlluminated driver's cab (Version Digital EXTRA)\u003cbr\u003eFire flickering (Version Digital EXTRA)\u003cbr\u003eSound decoder, either built in or as a retrofit option\u003cbr\u003eSmoke generator can be retrofitted\u003cbr\u003eClose coupling between locomotive and tender\u003cbr\u003ePerfectly replicated back boilerplate\u003cbr\u003eDrive in the tender\u003cbr\u003eSingle axle bearing\u003cbr\u003eMany extra mounted parts\u003cbr\u003eTrue to original wagner smoke deflectors\u003cbr\u003eTender 2'2' T32\u003cbr\u003eLength over buffers: 261 mm\u003cbr\u003eBefahrbarer Mindestradius: 360 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 4\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Zweilicht-Spitzensignal in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: eingebaut\u003cbr\u003eDecoder (Döhler+Haass): eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329726882029,"sku":"Brawa-70162","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-70162.jpg?v=1769965984"},{"product_id":"brawa-70155","title":"Brawa 70155 - H0 Freight Locomotive BR 44 DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe Deutsche Reichsbahn Gesellschaft’s (DRG) procurement process for standardised freight locomotives mirrored its earlier evaluations of the 01 and 02 series. According to the specification, the new locomotive had to be capable of hauling goods trains weighing up to 1,200 metric tons over low mountain ranges, with an axle pressure of 20 tons. The maximum speed was set at 70 km\/h for the pre-series locomotives. In 1926, to determine the most economical design, orders were placed with various locomotive manufacturers for the construction of 10 locomotives each of the 43 (two-cylinder engine) and 44 (three-cylinder engine) series. In addition to allocating the locomotives to other railway depots, a direct comparison was made between the 43 and 44 at the Pressig-Rothenkirchen depot. The respective merits and shortcomings of both series were determined via tests on the Franconian Forest Railway.\u003cbr\u003e\u003cbr\u003eThe comparison of the two series did not initially favour the more powerful 44 series – the increased economy offered by the two-cylinder type 43 locomotive won the day. However, as Germany emerged from the shadow of the Great Depression in the mid-1930s, calls for more powerful freight locomotives grew louder. The experience gained ten years earlier with the type 44 was still fresh in the memory. The type 44 013-065 locomotives were consequently developed as an intermediate series – in part based on the experience gained in steam engine construction since 1925. In 1938 (from 44 066), full series production finally began. By 1949, a total of 1989 type 44 locomotives had been built at various locomotive factories in Germany and abroad. The new models lived up to all expectations and henceforth became the backbone of the goods train fleet.\u003cbr\u003e44 606 in its 1960 condition: the best known of three DB oil locomotives with circulating skirt; old-style cylinder; 2'2' T34 oil\u003cbr\u003e\u003cbr\u003eDetailed and movable internal engine, with two crop axles\u003cbr\u003eAC version with latest pickup generation\u003cbr\u003eBoiler, driver's cab and tender made of high-quality, impact-resistant plastic\u003cbr\u003ePerforated underframe and spoked wheels in die-cast zinc\u003cbr\u003eStandard shaft rear with link guide\u003cbr\u003eIlluminated driver's cab (Version Digital EXTRA)\u003cbr\u003eFire flickering (Version Digital EXTRA)\u003cbr\u003eSound decoder, either built in or as a retrofit option\u003cbr\u003eSmoke generator can be retrofitted\u003cbr\u003eClose coupling between locomotive and tender\u003cbr\u003ePerfectly replicated back boilerplate\u003cbr\u003eDrive in the tender\u003cbr\u003eSingle axle bearing\u003cbr\u003eMany extra mounted parts\u003cbr\u003eTrue to original wagner smoke deflectors\u003cbr\u003eTender 2'2' T32\u003cbr\u003eLength over buffers: 261 mm\u003cbr\u003eBefahrbarer Mindestradius: 360 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 4\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: eingebaut\u003cbr\u003eDecoder (Döhler+Haass): eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329726947565,"sku":"Brawa-70155","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-70155.jpg?v=1769965987"},{"product_id":"brawa-70152","title":"Brawa 70152 - H0 Freight Locomotive BR 44 DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe Deutsche Reichsbahn Gesellschaft’s (DRG) procurement process for standardised freight locomotives mirrored its earlier evaluations of the 01 and 02 series. According to the specification, the new locomotive had to be capable of hauling goods trains weighing up to 1,200 metric tons over low mountain ranges, with an axle pressure of 20 tons. The maximum speed was set at 70 km\/h for the pre-series locomotives. In 1926, to determine the most economical design, orders were placed with various locomotive manufacturers for the construction of 10 locomotives each of the 43 (two-cylinder engine) and 44 (three-cylinder engine) series. In addition to allocating the locomotives to other railway depots, a direct comparison was made between the 43 and 44 at the Pressig-Rothenkirchen depot. The respective merits and shortcomings of both series were determined via tests on the Franconian Forest Railway.\u003cbr\u003e\u003cbr\u003eThe comparison of the two series did not initially favour the more powerful 44 series – the increased economy offered by the two-cylinder type 43 locomotive won the day. However, as Germany emerged from the shadow of the Great Depression in the mid-1930s, calls for more powerful freight locomotives grew louder. The experience gained ten years earlier with the type 44 was still fresh in the memory. The type 44 013-065 locomotives were consequently developed as an intermediate series – in part based on the experience gained in steam engine construction since 1925. In 1938 (from 44 066), full series production finally began. By 1949, a total of 1989 type 44 locomotives had been built at various locomotive factories in Germany and abroad. The new models lived up to all expectations and henceforth became the backbone of the goods train fleet.\u003cbr\u003e44 606 in its 1960 condition: the best known of three DB oil locomotives with circulating skirt; old-style cylinder; 2'2' T34 oil\u003cbr\u003e\u003cbr\u003eDetailed and movable internal engine, with two crop axles\u003cbr\u003eAC version with latest pickup generation\u003cbr\u003eBoiler, driver's cab and tender made of high-quality, impact-resistant plastic\u003cbr\u003ePerforated underframe and spoked wheels in die-cast zinc\u003cbr\u003eStandard shaft rear with link guide\u003cbr\u003eIlluminated driver's cab (Version Digital EXTRA)\u003cbr\u003eFire flickering (Version Digital EXTRA)\u003cbr\u003eSound decoder, either built in or as a retrofit option\u003cbr\u003eSmoke generator can be retrofitted\u003cbr\u003eClose coupling between locomotive and tender\u003cbr\u003ePerfectly replicated back boilerplate\u003cbr\u003eDrive in the tender\u003cbr\u003eSingle axle bearing\u003cbr\u003eMany extra mounted parts\u003cbr\u003eTrue to original wagner smoke deflectors\u003cbr\u003eTender 2'2' T32\u003cbr\u003eLength over buffers: 261 mm\u003cbr\u003eBefahrbarer Mindestradius: 360 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 4\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: vorbereitet","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329727045869,"sku":"Brawa-70152","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-70152.jpg?v=1769965988"},{"product_id":"brawa-70154","title":"Brawa 70154 - H0 Freight Locomotive BR 44 DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe Deutsche Reichsbahn Gesellschaft’s (DRG) procurement process for standardised freight locomotives mirrored its earlier evaluations of the 01 and 02 series. According to the specification, the new locomotive had to be capable of hauling goods trains weighing up to 1,200 metric tons over low mountain ranges, with an axle pressure of 20 tons. The maximum speed was set at 70 km\/h for the pre-series locomotives. In 1926, to determine the most economical design, orders were placed with various locomotive manufacturers for the construction of 10 locomotives each of the 43 (two-cylinder engine) and 44 (three-cylinder engine) series. In addition to allocating the locomotives to other railway depots, a direct comparison was made between the 43 and 44 at the Pressig-Rothenkirchen depot. The respective merits and shortcomings of both series were determined via tests on the Franconian Forest Railway.\u003cbr\u003e\u003cbr\u003eThe comparison of the two series did not initially favour the more powerful 44 series – the increased economy offered by the two-cylinder type 43 locomotive won the day. However, as Germany emerged from the shadow of the Great Depression in the mid-1930s, calls for more powerful freight locomotives grew louder. The experience gained ten years earlier with the type 44 was still fresh in the memory. The type 44 013-065 locomotives were consequently developed as an intermediate series – in part based on the experience gained in steam engine construction since 1925. In 1938 (from 44 066), full series production finally began. By 1949, a total of 1989 type 44 locomotives had been built at various locomotive factories in Germany and abroad. The new models lived up to all expectations and henceforth became the backbone of the goods train fleet.\u003cbr\u003e44 606 in its 1960 condition: the best known of three DB oil locomotives with circulating skirt; old-style cylinder; 2'2' T34 oil\u003cbr\u003e\u003cbr\u003eDetailed and movable internal engine, with two crop axles\u003cbr\u003eAC version with latest pickup generation\u003cbr\u003eBoiler, driver's cab and tender made of high-quality, impact-resistant plastic\u003cbr\u003ePerforated underframe and spoked wheels in die-cast zinc\u003cbr\u003eStandard shaft rear with link guide\u003cbr\u003eIlluminated driver's cab (Version Digital EXTRA)\u003cbr\u003eFire flickering (Version Digital EXTRA)\u003cbr\u003eSound decoder, either built in or as a retrofit option\u003cbr\u003eSmoke generator can be retrofitted\u003cbr\u003eClose coupling between locomotive and tender\u003cbr\u003ePerfectly replicated back boilerplate\u003cbr\u003eDrive in the tender\u003cbr\u003eSingle axle bearing\u003cbr\u003eMany extra mounted parts\u003cbr\u003eTrue to original wagner smoke deflectors\u003cbr\u003eTender 2'2' T32\u003cbr\u003eLength over buffers: 261 mm\u003cbr\u003eBefahrbarer Mindestradius: 360 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 4\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: eingebaut\u003cbr\u003eDecoder (Döhler+Haass): eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329727078637,"sku":"Brawa-70154","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-70154.jpg?v=1769965990"},{"product_id":"brawa-40092","title":"Brawa 40092 - H0 Tender Locomotive BR 65.10 DR","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eIn 1951, the German Reichsbahn in the GDR began planning a long-term renewal of its aging locomotive fleet. To this end, a construction program was drawn up in 1952 that included seven different new types of steam locomotives. Four types from the program were actually realized. The class 65.10 tank locomotive was developed in the performance class of the former Prussian P 8 and T 18.\u003cbr\u003eTheir design was based on the two experimental locomotives of the 25 series. Since these in turn were based on a design by the Borsig company, the first two locomotives were still given Borsig factory numbers. Parallel to the test runs of the two prototypes, series production was already underway at the Karl Marx locomotive factory in Babelsberg. This situation made it considerably more difficult to iron out design-related “teething problems,” which could only be gradually remedied during operation.\u003cbr\u003eBy 1957, a total of 88 locomotives had been built and delivered to the Reichsbahn. They were used particularly frequently during rush hour with short stops between stations, as their excellent acceleration made them ideal for this purpose. The maximum speed was 90 km\/h and the service weight was 113 t. All locomotives were initially equipped with a superheated steam regulator, which was gradually replaced by a wet steam regulator from mid-1964 onwards. From 1966 onwards, the angular mixed preheaters were also converted to the well-known DR design and the draft systems were improved to Giesel ejectors with their distinctive flat chimneys. There were hardly any changes to the fleet until 1975. However, between 1976 and 1979, the series was largely taken out of service. Only the three locomotives used for heating purposes, 65 1008, 1049, and 1057, survived, of which 65 1057 is currently undergoing refurbishment to make it operational again.\u003cbr\u003e65 1056 in condition as of 1965: original chimney; wet steam regulator; old design of feed pipes\u003cbr\u003e\u003cbr\u003eLights equipped with maintenance-free LEDs \u003cbr\u003eLight change white\/red \u003cbr\u003eDrive in the boiler for direct view through the cab \u003cbr\u003ePrepared for sound or with built-in sound \u003cbr\u003eEngine lighting (Version Digital EXTRA) \u003cbr\u003eFire flickering (Version Digital EXTRA) \u003cbr\u003eIlluminated driver's cab (Version Digital EXTRA) \u003cbr\u003eNew trailing bogie kinematics \u003cbr\u003eRevised control components \u003cbr\u003eRevised wheel hubs \u003cbr\u003eNew smoke box door and latch \u003cbr\u003eWind deflectors with rounded corners \u003cbr\u003eRevised mixing preheater \u003cbr\u003eCoal bunker without step pads \u003cbr\u003eModernized chassis \u003cbr\u003eCoal box with and without toolboxes \u003cbr\u003eAdditional detailing of the driver's cab on the coal box due to new motor position\u003cbr\u003eLength over buffers: 201 mm\u003cbr\u003eBefahrbarer Mindestradius: 360 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 2\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Zweilicht-Spitzensignal \u0026amp; zwei rote Schlusslichter in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: eingebaut\u003cbr\u003eDecoder (Döhler+Haass): eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329727176941,"sku":"Brawa-40092","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-40092.jpg?v=1769965992"},{"product_id":"brawa-40090","title":"Brawa 40090 - H0 Tender Locomotive BR 65.10 DR","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eIn 1951, the German Reichsbahn in the GDR began planning a long-term renewal of its aging locomotive fleet. To this end, a construction program was drawn up in 1952 that included seven different new types of steam locomotives. Four types from the program were actually realized. The class 65.10 tank locomotive was developed in the performance class of the former Prussian P 8 and T 18.\u003cbr\u003eTheir design was based on the two experimental locomotives of the 25 series. Since these in turn were based on a design by the Borsig company, the first two locomotives were still given Borsig factory numbers. Parallel to the test runs of the two prototypes, series production was already underway at the Karl Marx locomotive factory in Babelsberg. This situation made it considerably more difficult to iron out design-related “teething problems,” which could only be gradually remedied during operation.\u003cbr\u003eBy 1957, a total of 88 locomotives had been built and delivered to the Reichsbahn. They were used particularly frequently during rush hour with short stops between stations, as their excellent acceleration made them ideal for this purpose. The maximum speed was 90 km\/h and the service weight was 113 t. All locomotives were initially equipped with a superheated steam regulator, which was gradually replaced by a wet steam regulator from mid-1964 onwards. From 1966 onwards, the angular mixed preheaters were also converted to the well-known DR design and the draft systems were improved to Giesel ejectors with their distinctive flat chimneys. There were hardly any changes to the fleet until 1975. However, between 1976 and 1979, the series was largely taken out of service. Only the three locomotives used for heating purposes, 65 1008, 1049, and 1057, survived, of which 65 1057 is currently undergoing refurbishment to make it operational again.\u003cbr\u003e65 1056 in condition as of 1965: original chimney; wet steam regulator; old design of feed pipes\u003cbr\u003e\u003cbr\u003eLights equipped with maintenance-free LEDs \u003cbr\u003eLight change white\/red \u003cbr\u003eDrive in the boiler for direct view through the cab \u003cbr\u003ePrepared for sound or with built-in sound \u003cbr\u003eEngine lighting (Version Digital EXTRA) \u003cbr\u003eFire flickering (Version Digital EXTRA) \u003cbr\u003eIlluminated driver's cab (Version Digital EXTRA) \u003cbr\u003eNew trailing bogie kinematics \u003cbr\u003eRevised control components \u003cbr\u003eRevised wheel hubs \u003cbr\u003eNew smoke box door and latch \u003cbr\u003eWind deflectors with rounded corners \u003cbr\u003eRevised mixing preheater \u003cbr\u003eCoal bunker without step pads \u003cbr\u003eModernized chassis \u003cbr\u003eCoal box with and without toolboxes \u003cbr\u003eAdditional detailing of the driver's cab on the coal box due to new motor position\u003cbr\u003eLength over buffers: 201 mm\u003cbr\u003eBefahrbarer Mindestradius: 360 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 2\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Zweilicht-Spitzensignal \u0026amp; zwei rote Schlusslichter in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: vorbereitet","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329727209709,"sku":"Brawa-40090","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-40090.jpg?v=1769965993"},{"product_id":"brawa-40091","title":"Brawa 40091 - H0 Tender Locomotive BR 65.10 DR","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eIn 1951, the German Reichsbahn in the GDR began planning a long-term renewal of its aging locomotive fleet. To this end, a construction program was drawn up in 1952 that included seven different new types of steam locomotives. Four types from the program were actually realized. The class 65.10 tank locomotive was developed in the performance class of the former Prussian P 8 and T 18.\u003cbr\u003eTheir design was based on the two experimental locomotives of the 25 series. Since these in turn were based on a design by the Borsig company, the first two locomotives were still given Borsig factory numbers. Parallel to the test runs of the two prototypes, series production was already underway at the Karl Marx locomotive factory in Babelsberg. This situation made it considerably more difficult to iron out design-related “teething problems,” which could only be gradually remedied during operation.\u003cbr\u003eBy 1957, a total of 88 locomotives had been built and delivered to the Reichsbahn. They were used particularly frequently during rush hour with short stops between stations, as their excellent acceleration made them ideal for this purpose. The maximum speed was 90 km\/h and the service weight was 113 t. All locomotives were initially equipped with a superheated steam regulator, which was gradually replaced by a wet steam regulator from mid-1964 onwards. From 1966 onwards, the angular mixed preheaters were also converted to the well-known DR design and the draft systems were improved to Giesel ejectors with their distinctive flat chimneys. There were hardly any changes to the fleet until 1975. However, between 1976 and 1979, the series was largely taken out of service. Only the three locomotives used for heating purposes, 65 1008, 1049, and 1057, survived, of which 65 1057 is currently undergoing refurbishment to make it operational again.\u003cbr\u003e65 1056 in condition as of 1965: original chimney; wet steam regulator; old design of feed pipes\u003cbr\u003e\u003cbr\u003eLights equipped with maintenance-free LEDs \u003cbr\u003eLight change white\/red \u003cbr\u003eDrive in the boiler for direct view through the cab \u003cbr\u003ePrepared for sound or with built-in sound \u003cbr\u003eEngine lighting (Version Digital EXTRA) \u003cbr\u003eFire flickering (Version Digital EXTRA) \u003cbr\u003eIlluminated driver's cab (Version Digital EXTRA) \u003cbr\u003eNew trailing bogie kinematics \u003cbr\u003eRevised control components \u003cbr\u003eRevised wheel hubs \u003cbr\u003eNew smoke box door and latch \u003cbr\u003eWind deflectors with rounded corners \u003cbr\u003eRevised mixing preheater \u003cbr\u003eCoal bunker without step pads \u003cbr\u003eModernized chassis \u003cbr\u003eCoal box with and without toolboxes \u003cbr\u003eAdditional detailing of the driver's cab on the coal box due to new motor position\u003cbr\u003eLength over buffers: 201 mm\u003cbr\u003eBefahrbarer Mindestradius: 360 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 2\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Zweilicht-Spitzensignal \u0026amp; zwei rote Schlusslichter in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: eingebaut\u003cbr\u003eDecoder (Döhler+Haass): eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329727308013,"sku":"Brawa-40091","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-40091.jpg?v=1769965995"},{"product_id":"brawa-40095","title":"Brawa 40095 - H0 Tender Locomotive BR 65.10 DR","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eIn 1951, the German Reichsbahn in the GDR began planning a long-term renewal of its aging locomotive fleet. To this end, a construction program was drawn up in 1952 that included seven different new types of steam locomotives. Four types from the program were actually realized. The class 65.10 tank locomotive was developed in the performance class of the former Prussian P 8 and T 18.\u003cbr\u003eTheir design was based on the two experimental locomotives of the 25 series. Since these in turn were based on a design by the Borsig company, the first two locomotives were still given Borsig factory numbers. Parallel to the test runs of the two prototypes, series production was already underway at the Karl Marx locomotive factory in Babelsberg. This situation made it considerably more difficult to iron out design-related “teething problems,” which could only be gradually remedied during operation.\u003cbr\u003eBy 1957, a total of 88 locomotives had been built and delivered to the Reichsbahn. They were used particularly frequently during rush hour with short stops between stations, as their excellent acceleration made them ideal for this purpose. The maximum speed was 90 km\/h and the service weight was 113 t. All locomotives were initially equipped with a superheated steam regulator, which was gradually replaced by a wet steam regulator from mid-1964 onwards. From 1966 onwards, the angular mixed preheaters were also converted to the well-known DR design and the draft systems were improved to Giesel ejectors with their distinctive flat chimneys. There were hardly any changes to the fleet until 1975. However, between 1976 and 1979, the series was largely taken out of service. Only the three locomotives used for heating purposes, 65 1008, 1049, and 1057, survived, of which 65 1057 is currently undergoing refurbishment to make it operational again.\u003cbr\u003e65 1073-9 in condition as of 1975: Giesl ejector; wet steam regulator; new boiler feed lines\u003cbr\u003e\u003cbr\u003eLights equipped with maintenance-free LEDs \u003cbr\u003eLight change white\/red \u003cbr\u003eDrive in the boiler for direct view through the cab \u003cbr\u003ePrepared for sound or with built-in sound \u003cbr\u003eEngine lighting (Version Digital EXTRA) \u003cbr\u003eFire flickering (Version Digital EXTRA) \u003cbr\u003eIlluminated driver's cab (Version Digital EXTRA) \u003cbr\u003eNew trailing bogie kinematics \u003cbr\u003eRevised control components \u003cbr\u003eRevised wheel hubs \u003cbr\u003eNew smoke box door and latch \u003cbr\u003eWind deflectors with rounded corners \u003cbr\u003eRevised mixing preheater \u003cbr\u003eCoal bunker without step pads \u003cbr\u003eModernized chassis \u003cbr\u003eCoal box with and without toolboxes \u003cbr\u003eAdditional detailing of the driver's cab on the coal box due to new motor position\u003cbr\u003eLength over buffers: 201 mm\u003cbr\u003eBefahrbarer Mindestradius: 360 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 2\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal \u0026amp; zwei rote Schlusslichter in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: eingebaut\u003cbr\u003eDecoder (Döhler+Haass): eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329727340781,"sku":"Brawa-40095","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-40095.jpg?v=1769965998"},{"product_id":"brawa-40093","title":"Brawa 40093 - H0 Tender Locomotive BR 65.10 DR","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eIn 1951, the German Reichsbahn in the GDR began planning a long-term renewal of its aging locomotive fleet. To this end, a construction program was drawn up in 1952 that included seven different new types of steam locomotives. Four types from the program were actually realized. The class 65.10 tank locomotive was developed in the performance class of the former Prussian P 8 and T 18.\u003cbr\u003eTheir design was based on the two experimental locomotives of the 25 series. Since these in turn were based on a design by the Borsig company, the first two locomotives were still given Borsig factory numbers. Parallel to the test runs of the two prototypes, series production was already underway at the Karl Marx locomotive factory in Babelsberg. This situation made it considerably more difficult to iron out design-related “teething problems,” which could only be gradually remedied during operation.\u003cbr\u003eBy 1957, a total of 88 locomotives had been built and delivered to the Reichsbahn. They were used particularly frequently during rush hour with short stops between stations, as their excellent acceleration made them ideal for this purpose. The maximum speed was 90 km\/h and the service weight was 113 t. All locomotives were initially equipped with a superheated steam regulator, which was gradually replaced by a wet steam regulator from mid-1964 onwards. From 1966 onwards, the angular mixed preheaters were also converted to the well-known DR design and the draft systems were improved to Giesel ejectors with their distinctive flat chimneys. There were hardly any changes to the fleet until 1975. However, between 1976 and 1979, the series was largely taken out of service. Only the three locomotives used for heating purposes, 65 1008, 1049, and 1057, survived, of which 65 1057 is currently undergoing refurbishment to make it operational again.\u003cbr\u003e65 1073-9 in condition as of 1975: Giesl ejector; wet steam regulator; new boiler feed lines\u003cbr\u003e\u003cbr\u003eLights equipped with maintenance-free LEDs \u003cbr\u003eLight change white\/red \u003cbr\u003eDrive in the boiler for direct view through the cab \u003cbr\u003ePrepared for sound or with built-in sound \u003cbr\u003eEngine lighting (Version Digital EXTRA) \u003cbr\u003eFire flickering (Version Digital EXTRA) \u003cbr\u003eIlluminated driver's cab (Version Digital EXTRA) \u003cbr\u003eNew trailing bogie kinematics \u003cbr\u003eRevised control components \u003cbr\u003eRevised wheel hubs \u003cbr\u003eNew smoke box door and latch \u003cbr\u003eWind deflectors with rounded corners \u003cbr\u003eRevised mixing preheater \u003cbr\u003eCoal bunker without step pads \u003cbr\u003eModernized chassis \u003cbr\u003eCoal box with and without toolboxes \u003cbr\u003eAdditional detailing of the driver's cab on the coal box due to new motor position\u003cbr\u003eLength over buffers: 201 mm\u003cbr\u003eBefahrbarer Mindestradius: 360 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 2\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal \u0026amp; zwei rote Schlusslichter in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: vorbereitet","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329727471853,"sku":"Brawa-40093","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-40093.jpg?v=1769965999"},{"product_id":"brawa-40094","title":"Brawa 40094 - H0 Tender Locomotive BR 65.10 DR","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eIn 1951, the German Reichsbahn in the GDR began planning a long-term renewal of its aging locomotive fleet. To this end, a construction program was drawn up in 1952 that included seven different new types of steam locomotives. Four types from the program were actually realized. The class 65.10 tank locomotive was developed in the performance class of the former Prussian P 8 and T 18.\u003cbr\u003eTheir design was based on the two experimental locomotives of the 25 series. Since these in turn were based on a design by the Borsig company, the first two locomotives were still given Borsig factory numbers. Parallel to the test runs of the two prototypes, series production was already underway at the Karl Marx locomotive factory in Babelsberg. This situation made it considerably more difficult to iron out design-related “teething problems,” which could only be gradually remedied during operation.\u003cbr\u003eBy 1957, a total of 88 locomotives had been built and delivered to the Reichsbahn. They were used particularly frequently during rush hour with short stops between stations, as their excellent acceleration made them ideal for this purpose. The maximum speed was 90 km\/h and the service weight was 113 t. All locomotives were initially equipped with a superheated steam regulator, which was gradually replaced by a wet steam regulator from mid-1964 onwards. From 1966 onwards, the angular mixed preheaters were also converted to the well-known DR design and the draft systems were improved to Giesel ejectors with their distinctive flat chimneys. There were hardly any changes to the fleet until 1975. However, between 1976 and 1979, the series was largely taken out of service. Only the three locomotives used for heating purposes, 65 1008, 1049, and 1057, survived, of which 65 1057 is currently undergoing refurbishment to make it operational again.\u003cbr\u003e65 1073-9 in condition as of 1975: Giesl ejector; wet steam regulator; new boiler feed lines\u003cbr\u003e\u003cbr\u003eLights equipped with maintenance-free LEDs \u003cbr\u003eLight change white\/red \u003cbr\u003eDrive in the boiler for direct view through the cab \u003cbr\u003ePrepared for sound or with built-in sound \u003cbr\u003eEngine lighting (Version Digital EXTRA) \u003cbr\u003eFire flickering (Version Digital EXTRA) \u003cbr\u003eIlluminated driver's cab (Version Digital EXTRA) \u003cbr\u003eNew trailing bogie kinematics \u003cbr\u003eRevised control components \u003cbr\u003eRevised wheel hubs \u003cbr\u003eNew smoke box door and latch \u003cbr\u003eWind deflectors with rounded corners \u003cbr\u003eRevised mixing preheater \u003cbr\u003eCoal bunker without step pads \u003cbr\u003eModernized chassis \u003cbr\u003eCoal box with and without toolboxes \u003cbr\u003eAdditional detailing of the driver's cab on the coal box due to new motor position\u003cbr\u003eLength over buffers: 201 mm\u003cbr\u003eBefahrbarer Mindestradius: 360 mm\u003cbr\u003eSchnittstelle: PluX22\u003cbr\u003eAnzahl Haftreifen: 2\u003cbr\u003eSchwungmasse: eingebaut\u003cbr\u003eLichtwechsel: Dreilicht-Spitzensignal \u0026amp; zwei rote Schlusslichter in Fahrtrichtung wechselnd\u003cbr\u003eInnenbeleuchtung: eingebaut\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003cbr\u003eSound: eingebaut\u003cbr\u003eDecoder (Döhler+Haass): eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329727570157,"sku":"Brawa-40094","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-40094.jpg?v=1769966001"},{"product_id":"brawa-42443","title":"Brawa 42443 - H0 Diesel Locomotive BR V60 DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe great demand for manoeuvring locomotives combined with the commencing structural changes led the German Federal Railway to develop the V60 range. Over the next eight years, the first prototype from in 1955 was followed by 941 more locomotives. 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For this the production tolerances were kept so small that it was very easy to change replacement parts. The design of the new open-plan freight car was heavily based on its association type predecessor. The main dimensions such as wheelbase and length over buffers was adopted, as were the two metre wide doors opening to the right, which however were installed suspended.\u003cbr\u003eNew features included the riveted strut bracing, which allowed a lower design of the longitudinal beam, and the barrel design of the roof instead of the basket arch of the predecessor cars. Some of the cars had a handbrake with brakeman’s cab and\/or variable gauge wheel sets for adaptation to Russian wide gauge, identifiable by the white painted buffer sleeves and the sub-class mark \"r\". All covered open-plan cars were allocated to the \"Dresden\" class district.\u003cbr\u003eAs already mentioned, the cars were particularly suitable for light freight with large volumes (e.g. glass industry). When the design was revised later, a few changes were made, for example longer and softer suspension springs, which allowed higher speeds and therefore also use in passenger trains.\u003cbr\u003eDue to the turmoil of the war, not only the two German railway administrations but also many other European railways had cars of this type in their stock after 1945. The last ones were only retired in the 1980s - proof of the quality and durability of the design.\u003cbr\u003eAxle holders made of embossed sheet metal\u003cbr\u003eIndividually mounted wheelchocks\u003cbr\u003eFine replica of the wheel bearing\u003cbr\u003eIndividually mounted brake switch\u003cbr\u003eNEM-standard short-coupling\u003cbr\u003eTrue to original car bottom\u003cbr\u003eWheelsets with inside contours\u003cbr\u003eLength over buffers: 139,1 mm\u003cbr\u003eKurzkupplungskinematik: eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329728323821,"sku":"Brawa-51347","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-51347.jpg?v=1769966022"},{"product_id":"brawa-51348","title":"Brawa 51348 - H0 Covered Freight Car Glr22 DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe association construction types of the German national railway association already included an open-plan covered freight car, which was used in particular for freight with a high weight and low volume.\u003cbr\u003eAfter the foundation of the DRG, the main standard freight cars were redesigned according to the so-called principles of interchangeability. For this the production tolerances were kept so small that it was very easy to change replacement parts. The design of the new open-plan freight car was heavily based on its association type predecessor. The main dimensions such as wheelbase and length over buffers was adopted, as were the two metre wide doors opening to the right, which however were installed suspended.\u003cbr\u003eNew features included the riveted strut bracing, which allowed a lower design of the longitudinal beam, and the barrel design of the roof instead of the basket arch of the predecessor cars. Some of the cars had a handbrake with brakeman’s cab and\/or variable gauge wheel sets for adaptation to Russian wide gauge, identifiable by the white painted buffer sleeves and the sub-class mark \"r\". All covered open-plan cars were allocated to the \"Dresden\" class district.\u003cbr\u003eAs already mentioned, the cars were particularly suitable for light freight with large volumes (e.g. glass industry). When the design was revised later, a few changes were made, for example longer and softer suspension springs, which allowed higher speeds and therefore also use in passenger trains.\u003cbr\u003eDue to the turmoil of the war, not only the two German railway administrations but also many other European railways had cars of this type in their stock after 1945. The last ones were only retired in the 1980s - proof of the quality and durability of the design.\u003cbr\u003eAxle holders made of embossed sheet metal\u003cbr\u003eIndividually mounted wheelchocks\u003cbr\u003eFine replica of the wheel bearing\u003cbr\u003eIndividually mounted brake switch\u003cbr\u003eNEM-standard short-coupling\u003cbr\u003eTrue to original car bottom\u003cbr\u003eWheelsets with inside contours\u003cbr\u003eLength over buffers: 139,1 mm\u003cbr\u003eKurzkupplungskinematik: eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329728389357,"sku":"Brawa-51348","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-51348.jpg?v=1769966024"},{"product_id":"brawa-51349","title":"Brawa 51349 - H0 Covered Freight Car Glr DR","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe association construction types of the German national railway association already included an open-plan covered freight car, which was used in particular for freight with a high weight and low volume.\u003cbr\u003eAfter the foundation of the DRG, the main standard freight cars were redesigned according to the so-called principles of interchangeability. For this the production tolerances were kept so small that it was very easy to change replacement parts. The design of the new open-plan freight car was heavily based on its association type predecessor. The main dimensions such as wheelbase and length over buffers was adopted, as were the two metre wide doors opening to the right, which however were installed suspended.\u003cbr\u003eNew features included the riveted strut bracing, which allowed a lower design of the longitudinal beam, and the barrel design of the roof instead of the basket arch of the predecessor cars. Some of the cars had a handbrake with brakeman’s cab and\/or variable gauge wheel sets for adaptation to Russian wide gauge, identifiable by the white painted buffer sleeves and the sub-class mark \"r\". All covered open-plan cars were allocated to the \"Dresden\" class district.\u003cbr\u003eAs already mentioned, the cars were particularly suitable for light freight with large volumes (e.g. glass industry). When the design was revised later, a few changes were made, for example longer and softer suspension springs, which allowed higher speeds and therefore also use in passenger trains.\u003cbr\u003eDue to the turmoil of the war, not only the two German railway administrations but also many other European railways had cars of this type in their stock after 1945. The last ones were only retired in the 1980s - proof of the quality and durability of the design.\u003cbr\u003eAxle holders made of embossed sheet metal\u003cbr\u003eIndividually mounted wheelchocks\u003cbr\u003eFine replica of the wheel bearing\u003cbr\u003eIndividually mounted brake switch\u003cbr\u003eNEM-standard short-coupling\u003cbr\u003eTrue to original car bottom\u003cbr\u003eWheelsets with inside contours\u003cbr\u003eLength over buffers: 139,1 mm\u003cbr\u003eKurzkupplungskinematik: eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329728454893,"sku":"Brawa-51349","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-51349.jpg?v=1769966026"},{"product_id":"brawa-47124","title":"Brawa 47124 - H0 Flat Car Rmmns SNCB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe UIC standardised a flat car as the UIC standard type 2 with a loading length of 12.64 m and a length over buffers of 14.04 m. The car was ordered by almost all European railway companies, both with and without side walls. From 1968 onwards, the Deutsche Bahn ordered a total of 2695 type 663 and 664 cars with side walls and 660 type 665 cars with side walls. The Deutsche Bahn wagons were special because their side walls were made of aluminium, while other European railway companies preferred side walls in steel. Most of the wagons purchased by the Deutsche Bahn are still in use, though several modifications have been made. Some have been fitted with type Y25 bogies and some have been converted into container cars.\u003cbr\u003eAxle holders made of embossed sheet metal\u003cbr\u003eIndividually mounted wheelchocks\u003cbr\u003eIndividually mounted brake switch\u003cbr\u003eFinely engraved details\u003cbr\u003eTrue to original car bottom\u003cbr\u003eWheelsets with inside contours\u003cbr\u003eInsertable stakes\u003cbr\u003eLength over buffers: 161,4 mm\u003cbr\u003eKurzkupplungskinematik: eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329728520429,"sku":"Brawa-47124","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-47124.jpg?v=1769966027"},{"product_id":"brawa-47122","title":"Brawa 47122 - H0 Flat Car Rmms663 DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe UIC standardised a flat car as the UIC standard type 2 with a loading length of 12.64 m and a length over buffers of 14.04 m. The car was ordered by almost all European railway companies, both with and without side walls. From 1968 onwards, the Deutsche Bahn ordered a total of 2695 type 663 and 664 cars with side walls and 660 type 665 cars with side walls. The Deutsche Bahn wagons were special because their side walls were made of aluminium, while other European railway companies preferred side walls in steel. Most of the wagons purchased by the Deutsche Bahn are still in use, though several modifications have been made. Some have been fitted with type Y25 bogies and some have been converted into container cars.\u003cbr\u003eAxle holders made of embossed sheet metal\u003cbr\u003eIndividually mounted wheelchocks\u003cbr\u003eIndividually mounted brake switch\u003cbr\u003eFinely engraved details\u003cbr\u003eTrue to original car bottom\u003cbr\u003eWheelsets with inside contours\u003cbr\u003eInsertable stakes\u003cbr\u003eLength over buffers: 161,4 mm\u003cbr\u003eKurzkupplungskinematik: eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329728585965,"sku":"Brawa-47122","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-47122.jpg?v=1769966029"},{"product_id":"brawa-47123","title":"Brawa 47123 - H0 Flat Car Rmms663 DB AG","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eThe UIC standardised a flat car as the UIC standard type 2 with a loading length of 12.64 m and a length over buffers of 14.04 m. The car was ordered by almost all European railway companies, both with and without side walls. From 1968 onwards, the Deutsche Bahn ordered a total of 2695 type 663 and 664 cars with side walls and 660 type 665 cars with side walls. The Deutsche Bahn wagons were special because their side walls were made of aluminium, while other European railway companies preferred side walls in steel. Most of the wagons purchased by the Deutsche Bahn are still in use, though several modifications have been made. Some have been fitted with type Y25 bogies and some have been converted into container cars.\u003cbr\u003eAxle holders made of embossed sheet metal\u003cbr\u003eIndividually mounted wheelchocks\u003cbr\u003eIndividually mounted brake switch\u003cbr\u003eFinely engraved details\u003cbr\u003eTrue to original car bottom\u003cbr\u003eWheelsets with inside contours\u003cbr\u003eInsertable stakes\u003cbr\u003eLength over buffers: 161,4 mm\u003cbr\u003eKurzkupplungskinematik: eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329728651501,"sku":"Brawa-47123","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-47123.jpg?v=1769966031"},{"product_id":"brawa-51162","title":"Brawa 51162 - H0 Lightweight Tank Car Uerdingen Z [P] \"Tankwagon Anvers\" SNCB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003e30m³ lightweight tank wagon in Uerdinger design – thanks to general technical advances in lightweight construction and welding technology, the management at the National Railway (Reichsbahn) decided to dispense with the actual vehicle frame when designing new tank wagons. Instead, the tensile and impact forces would, as far as possible, be absorbed by the boiler. Through the extensive use of welding technology, the goal was to reduce the raw-material requirements and manufacturing costs while at the same time obtaining more robust vehicles. For this reason, the wagon factory in Uerdingen received an order in 1938 to develop a lightweight tank car with a cargo volume of 30m³. As early as 1939, the three prototypes were handed over to two private goods-wagon rental companies as well as the state’s economic research association (Wirtschaftliche Forschungsgesellschaft (Wifo)) for testing. Following a small intermediate series in 1940, series production of the 30m³ Uerdinger-type lightweight tank wagon began in 1941. The largest customer was the German air force (Luftwaffe) with approx. 2,200 units, followed by the Wifo and many smaller companies, which resulted in a total of around 3,700 cars being built. In the post-war period, the wagons acquired by the Wifo and Luftwaffe were redistributed to other wagon operators in both German states. In the following decades, the wagons were primarily used by larger companies in the mineral oil industry, and also by smaller private companies as well as DB and DR themselves. Some of the wagons also remained abroad, where they were operated by new owners. In 2016 one of these wagons was still in use in internal interfactory traffic at Haltermann in Hamburg.\u003cbr\u003eBogie with three-point support\u003cbr\u003eIndividually mounted axle box cover\u003cbr\u003eIndividually mounted wheelchocks\u003cbr\u003eIndividually mounted brake systems\u003cbr\u003eFinely engraved bogies\u003cbr\u003eBrake blocks in wheel plane\u003cbr\u003eIndividually mounted axle brake rod\u003cbr\u003eFree standing handle bars\u003cbr\u003eLength over buffers: 101,1 mm\u003cbr\u003eKurzkupplungskinematik: eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329728717037,"sku":"Brawa-51162","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-51162.jpg?v=1769966032"},{"product_id":"brawa-51155","title":"Brawa 51155 - H0 Lightweight Tank Car Uerdingen Z [P] \"Kontinentale Öl-Transport\" DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003e30m³ lightweight tank wagon in Uerdinger design – thanks to general technical advances in lightweight construction and welding technology, the management at the National Railway (Reichsbahn) decided to dispense with the actual vehicle frame when designing new tank wagons. Instead, the tensile and impact forces would, as far as possible, be absorbed by the boiler. Through the extensive use of welding technology, the goal was to reduce the raw-material requirements and manufacturing costs while at the same time obtaining more robust vehicles. For this reason, the wagon factory in Uerdingen received an order in 1938 to develop a lightweight tank car with a cargo volume of 30m³. As early as 1939, the three prototypes were handed over to two private goods-wagon rental companies as well as the state’s economic research association (Wirtschaftliche Forschungsgesellschaft (Wifo)) for testing. Following a small intermediate series in 1940, series production of the 30m³ Uerdinger-type lightweight tank wagon began in 1941. The largest customer was the German air force (Luftwaffe) with approx. 2,200 units, followed by the Wifo and many smaller companies, which resulted in a total of around 3,700 cars being built. In the post-war period, the wagons acquired by the Wifo and Luftwaffe were redistributed to other wagon operators in both German states. In the following decades, the wagons were primarily used by larger companies in the mineral oil industry, and also by smaller private companies as well as DB and DR themselves. Some of the wagons also remained abroad, where they were operated by new owners. In 2016 one of these wagons was still in use in internal interfactory traffic at Haltermann in Hamburg.\u003cbr\u003eBogie with three-point support\u003cbr\u003eIndividually mounted axle box cover\u003cbr\u003eIndividually mounted wheelchocks\u003cbr\u003eIndividually mounted brake systems\u003cbr\u003eFinely engraved bogies\u003cbr\u003eBrake blocks in wheel plane\u003cbr\u003eIndividually mounted axle brake rod\u003cbr\u003eFree standing handle bars\u003cbr\u003eLength over buffers: 101,1 mm\u003cbr\u003eKurzkupplungskinematik: eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329728782573,"sku":"Brawa-51155","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-51155.jpg?v=1769966035"},{"product_id":"brawa-51156","title":"Brawa 51156 - H0 Lightweight Tank Car Uerdingen Z [P] \"VTG\" DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003e30m³ lightweight tank wagon in Uerdinger design – thanks to general technical advances in lightweight construction and welding technology, the management at the National Railway (Reichsbahn) decided to dispense with the actual vehicle frame when designing new tank wagons. Instead, the tensile and impact forces would, as far as possible, be absorbed by the boiler. Through the extensive use of welding technology, the goal was to reduce the raw-material requirements and manufacturing costs while at the same time obtaining more robust vehicles. For this reason, the wagon factory in Uerdingen received an order in 1938 to develop a lightweight tank car with a cargo volume of 30m³. As early as 1939, the three prototypes were handed over to two private goods-wagon rental companies as well as the state’s economic research association (Wirtschaftliche Forschungsgesellschaft (Wifo)) for testing. Following a small intermediate series in 1940, series production of the 30m³ Uerdinger-type lightweight tank wagon began in 1941. The largest customer was the German air force (Luftwaffe) with approx. 2,200 units, followed by the Wifo and many smaller companies, which resulted in a total of around 3,700 cars being built. In the post-war period, the wagons acquired by the Wifo and Luftwaffe were redistributed to other wagon operators in both German states. In the following decades, the wagons were primarily used by larger companies in the mineral oil industry, and also by smaller private companies as well as DB and DR themselves. Some of the wagons also remained abroad, where they were operated by new owners. In 2016 one of these wagons was still in use in internal interfactory traffic at Haltermann in Hamburg.\u003cbr\u003eBogie with three-point support\u003cbr\u003eIndividually mounted axle box cover\u003cbr\u003eIndividually mounted wheelchocks\u003cbr\u003eIndividually mounted brake systems\u003cbr\u003eFinely engraved bogies\u003cbr\u003eBrake blocks in wheel plane\u003cbr\u003eIndividually mounted axle brake rod\u003cbr\u003eFree standing handle bars\u003cbr\u003eLength over buffers: 101,1 mm\u003cbr\u003eKurzkupplungskinematik: eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329728848109,"sku":"Brawa-51156","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-51156.jpg?v=1769966036"},{"product_id":"brawa-51159","title":"Brawa 51159 - H0 Lightweight Tank Car Uerdingen Z [P] \"BP\" DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003e30m³ lightweight tank wagon in Uerdinger design – thanks to general technical advances in lightweight construction and welding technology, the management at the National Railway (Reichsbahn) decided to dispense with the actual vehicle frame when designing new tank wagons. Instead, the tensile and impact forces would, as far as possible, be absorbed by the boiler. Through the extensive use of welding technology, the goal was to reduce the raw-material requirements and manufacturing costs while at the same time obtaining more robust vehicles. For this reason, the wagon factory in Uerdingen received an order in 1938 to develop a lightweight tank car with a cargo volume of 30m³. As early as 1939, the three prototypes were handed over to two private goods-wagon rental companies as well as the state’s economic research association (Wirtschaftliche Forschungsgesellschaft (Wifo)) for testing. Following a small intermediate series in 1940, series production of the 30m³ Uerdinger-type lightweight tank wagon began in 1941. The largest customer was the German air force (Luftwaffe) with approx. 2,200 units, followed by the Wifo and many smaller companies, which resulted in a total of around 3,700 cars being built. In the post-war period, the wagons acquired by the Wifo and Luftwaffe were redistributed to other wagon operators in both German states. In the following decades, the wagons were primarily used by larger companies in the mineral oil industry, and also by smaller private companies as well as DB and DR themselves. Some of the wagons also remained abroad, where they were operated by new owners. In 2016 one of these wagons was still in use in internal interfactory traffic at Haltermann in Hamburg.\u003cbr\u003eBogie with three-point support\u003cbr\u003eIndividually mounted axle box cover\u003cbr\u003eIndividually mounted wheelchocks\u003cbr\u003eIndividually mounted brake systems\u003cbr\u003eFinely engraved bogies\u003cbr\u003eBrake blocks in wheel plane\u003cbr\u003eIndividually mounted axle brake rod\u003cbr\u003eFree standing handle bars\u003cbr\u003eLength over buffers: 101,1 mm\u003cbr\u003eKurzkupplungskinematik: eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329728913645,"sku":"Brawa-51159","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-51159.jpg?v=1769966038"},{"product_id":"brawa-51160","title":"Brawa 51160 - H0 Lightweight Tank Car Uerdingen Z [P] \"Etra\" SBB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003e30m³ lightweight tank wagon in Uerdinger design – thanks to general technical advances in lightweight construction and welding technology, the management at the National Railway (Reichsbahn) decided to dispense with the actual vehicle frame when designing new tank wagons. Instead, the tensile and impact forces would, as far as possible, be absorbed by the boiler. Through the extensive use of welding technology, the goal was to reduce the raw-material requirements and manufacturing costs while at the same time obtaining more robust vehicles. For this reason, the wagon factory in Uerdingen received an order in 1938 to develop a lightweight tank car with a cargo volume of 30m³. As early as 1939, the three prototypes were handed over to two private goods-wagon rental companies as well as the state’s economic research association (Wirtschaftliche Forschungsgesellschaft (Wifo)) for testing. Following a small intermediate series in 1940, series production of the 30m³ Uerdinger-type lightweight tank wagon began in 1941. The largest customer was the German air force (Luftwaffe) with approx. 2,200 units, followed by the Wifo and many smaller companies, which resulted in a total of around 3,700 cars being built. In the post-war period, the wagons acquired by the Wifo and Luftwaffe were redistributed to other wagon operators in both German states. In the following decades, the wagons were primarily used by larger companies in the mineral oil industry, and also by smaller private companies as well as DB and DR themselves. Some of the wagons also remained abroad, where they were operated by new owners. In 2016 one of these wagons was still in use in internal interfactory traffic at Haltermann in Hamburg.\u003cbr\u003eBogie with three-point support\u003cbr\u003eIndividually mounted axle box cover\u003cbr\u003eIndividually mounted wheelchocks\u003cbr\u003eIndividually mounted brake systems\u003cbr\u003eFinely engraved bogies\u003cbr\u003eBrake blocks in wheel plane\u003cbr\u003eIndividually mounted axle brake rod\u003cbr\u003eFree standing handle bars\u003cbr\u003eLength over buffers: 101,1 mm\u003cbr\u003eKurzkupplungskinematik: eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329728979181,"sku":"Brawa-51160","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-51160.jpg?v=1769966040"},{"product_id":"brawa-58220","title":"Brawa 58220 - H0 Tank Car 6-axle ZZ \"Anorgana\" DRG","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eFor the increasing requirements of the armaments industry and for other war-related transport, H. Fuchs Waggonfabrik A.G. in Heidelberg, for example, built six-axle cars to transport acids at the beginning of the 1940s. The cars had a riveted base frame and riveted bogies and were equipped with a handbrake and a Hildebrand-Knorr freight train brake. The tank was designed as a 10-section welded construction and had a 40 mm thick insulation as well as heating with connections to the end without the handbrake. At the handbrake end there was an intercommunication platform with a brakeman’s cab.\u003cbr\u003e\u003cbr\u003eWith a capacity of approximately 40 cubic metres, the tank was com-paratively small.\u003cbr\u003e\u003cbr\u003eDue to the distribution over six axles, however, the mean axle load was very low and the cars could also be used fully loaded on lines with a lighter superstructure. The tanks could only be filled and emptied from above, as with wagons for transporting acids floor valves were not permitted in those days. With the vehicles which were mostly used by the large factories of the chemical industry on the Deutsche Reichsbahn as private cars, their products were transported between the various locations.\u003cbr\u003eBogie with three-point support\u003cbr\u003eIndividually mounted wheelchocks\u003cbr\u003eIndividually mounted brake systems\u003cbr\u003eFinely engraved bogies\u003cbr\u003eBrake blocks in wheel plane\u003cbr\u003eFree standing handle bars\u003cbr\u003eIndividually mounted axle brake rod\u003cbr\u003eLength over buffers: 155 mm\u003cbr\u003eKurzkupplungskinematik: eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329729077485,"sku":"Brawa-58220","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-58220.jpg?v=1769966042"},{"product_id":"brawa-58221","title":"Brawa 58221 - H0 Tank Car 6-axle ZZd \"Chemische Werke Hüls\" DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eFor the increasing requirements of the armaments industry and for other war-related transport, H. Fuchs Waggonfabrik A.G. in Heidelberg, for example, built six-axle cars to transport acids at the beginning of the 1940s. The cars had a riveted base frame and riveted bogies and were equipped with a handbrake and a Hildebrand-Knorr freight train brake. The tank was designed as a 10-section welded construction and had a 40 mm thick insulation as well as heating with connections to the end without the handbrake. At the handbrake end there was an intercommunication platform with a brakeman’s cab.\u003cbr\u003e\u003cbr\u003eWith a capacity of approximately 40 cubic metres, the tank was com-paratively small.\u003cbr\u003e\u003cbr\u003eDue to the distribution over six axles, however, the mean axle load was very low and the cars could also be used fully loaded on lines with a lighter superstructure. The tanks could only be filled and emptied from above, as with wagons for transporting acids floor valves were not permitted in those days. With the vehicles which were mostly used by the large factories of the chemical industry on the Deutsche Reichsbahn as private cars, their products were transported between the various locations.\u003cbr\u003eBogie with three-point support\u003cbr\u003eIndividually mounted wheelchocks\u003cbr\u003eIndividually mounted brake systems\u003cbr\u003eFinely engraved bogies\u003cbr\u003eBrake blocks in wheel plane\u003cbr\u003eFree standing handle bars\u003cbr\u003eIndividually mounted axle brake rod\u003cbr\u003eLength over buffers: 155 mm\u003cbr\u003eKurzkupplungskinematik: eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329729110253,"sku":"Brawa-58221","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-58221.jpg?v=1769966044"},{"product_id":"brawa-58222","title":"Brawa 58222 - H0 Tank Car 6-axle ZZ \"Bayer\" DB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003e\n\u003cp\u003eFor the increasing requirements of the armaments industry and for other war-related transport, H. Fuchs Waggonfabrik A.G. in Heidelberg, for example, built six-axle cars to transport acids at the beginning of the 1940s. The cars had a riveted base frame and riveted bogies and were equipped with a handbrake and a Hildebrand-Knorr freight train brake. The tank was designed as a 10-section welded construction and had a 40 mm thick insulation as well as heating with connections to the end without the handbrake. At the handbrake end there was an intercommunication platform with a brakeman’s cab.\u003cbr\u003e\u003cbr\u003eWith a capacity of approximately 40 cubic metres, the tank was comparatively small.\u003cbr\u003e\u003cbr\u003eDue to the distribution over six axles, however, the mean axle load was very low and the cars could also be used fully loaded on lines with a lighter superstructure. The tanks could only be filled and emptied from above, as with wagons for transporting acids floor valves were not permitted in those days. With the vehicles which were mostly used by the large factories of the chemical industry on the Deutsche Reichsbahn as private cars, their products were transported between the various locations.\u003cbr\u003eBogie with three-point support\u003cbr\u003eIndividually mounted wheelchocks\u003cbr\u003eIndividually mounted brake systems\u003cbr\u003eFinely engraved bogies\u003cbr\u003eBrake blocks in wheel plane\u003cbr\u003eFree standing handle bars\u003cbr\u003eIndividually mounted axle brake rod\u003cbr\u003eLength over buffers: 155 mm\u003cbr\u003eKurzkupplungskinematik: eingebaut\u003c\/p\u003e","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329729208557,"sku":"Brawa-58222","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-58222.jpg?v=1769966045"},{"product_id":"brawa-58223","title":"Brawa 58223 - H0 Tank Car 6-axle ZZh \"VEB Chemiefaserkombinat Wilhelm Pieck\" DR","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eFor the increasing requirements of the armaments industry and for other war-related transport, H. Fuchs Waggonfabrik A.G. in Heidelberg, for example, built six-axle cars to transport acids at the beginning of the 1940s. The cars had a riveted base frame and riveted bogies and were equipped with a handbrake and a Hildebrand-Knorr freight train brake. The tank was designed as a 10-section welded construction and had a 40 mm thick insulation as well as heating with connections to the end without the handbrake. At the handbrake end there was an intercommunication platform with a brakeman’s cab.\u003cbr\u003e\u003cbr\u003eWith a capacity of approximately 40 cubic metres, the tank was com-paratively small.\u003cbr\u003e\u003cbr\u003eDue to the distribution over six axles, however, the mean axle load was very low and the cars could also be used fully loaded on lines with a lighter superstructure. The tanks could only be filled and emptied from above, as with wagons for transporting acids floor valves were not permitted in those days. With the vehicles which were mostly used by the large factories of the chemical industry on the Deutsche Reichsbahn as private cars, their products were transported between the various locations.\u003cbr\u003eBogie with three-point support\u003cbr\u003eIndividually mounted wheelchocks\u003cbr\u003eIndividually mounted brake systems\u003cbr\u003eFinely engraved bogies\u003cbr\u003eBrake blocks in wheel plane\u003cbr\u003eFree standing handle bars\u003cbr\u003eIndividually mounted axle brake rod\u003cbr\u003eLength over buffers: 155 mm\u003cbr\u003eKurzkupplungskinematik: eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329729241325,"sku":"Brawa-58223","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-58223.jpg?v=1769966048"},{"product_id":"brawa-49633","title":"Brawa 49633 - H0 Tank Car Uerdingen ZZ [P] SNCB","description":"\u003ch2 class=\"hdl-2\"\u003ePrototype\u003c\/h2\u003eIn 1939\/40, the Köln-Deutz (Cologne-Deutz) and Uerdingen wagon factories each constructed a quadruple axle tank wagons in a lightweight design. Directly related to this, Westwaggon also manufactured the prototype of the tub-style tender, with which the war locomotives belonging to the BR 42 and 52 were coupled. The development was primarily driven by the military since it was necessary to transport enormous amounts of crude oil and fuels for replenishment purposes. As was the case with all war designs, the lightweight design was fully utilised in order to maximise the potential of the available steel quota. However, it soon became apparent that this was done to the detriment of the durability. At this point, both manufacturers were developing wagons with self-supporting tanks. Whilst Deutz left it at puffer beams, the Uerdinger design also boasted solebars manufactured from bevelled profiles that were intended to contribute in absorbing longitudinal compression forces. The main data of both versions was identical: The length over buffers amounted to 12.40 m, the bogie pivot distance amounted to 6.60 m and the tank contained 63 m3. As a result of the compact design, this amount lead to axle and metre load problems, meaning that it was not possible to completely fill the tank on all routes. Pressed sheet metal bogies with a 2.00 m wheel base were used as the running gear. The wagons that were built up until 1945 were deployed at \"Wifo\" (scientific research community) and oil associations in order to supply the German Armed Forces. After 1945, various European companies reproduced the wagons in a more advanced form, as did Tatra in Prague in 1946. In 1955, SEAG supplied almost 500 units of the wagons developed from the Uerdingen design to the United States Transportation Corps (USTC). Due to the war, many wagons were lost or remained in the territories of other European state railways . The wagons located in the catchment area of the western occupation zones made their way to VTG, which emerged from the former \"Wifo\" in 1951. In addition to this, mineral oil companies deployed further wagons in the form of P wagons and emerged as main tenants of the VTG wagons. The wagons that stayed with DR remained in the inventory of the state railway and were only leased out on a long-term basis, primarily to PCK Schwedt\/ Oder in this case. The last wagons were only removed from the inventory in the 1990s and were being used as maintenance cars or station wagons. In this guise, they could still be regularly seen after the turn of the millennium.\u003cbr\u003eBogie with three-point support\u003cbr\u003eIndividually mounted wheelchocks\u003cbr\u003eIndividually mounted brake systems\u003cbr\u003eMetal wheels\u003cbr\u003eFinely engraved bogies\u003cbr\u003ebrake shoes in wheel plane\u003cbr\u003eIndividually mounted axle brake rod\u003cbr\u003eLength over buffers: 142,5 mm\u003cbr\u003eKurzkupplungskinematik: eingebaut","brand":"Brawa","offers":[{"title":"Default Title","offer_id":49329729339629,"sku":"Brawa-49633","price":0.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0279\/4422\/2794\/files\/Brawa-49633.jpg?v=1769966049"}],"url":"https:\/\/ajckids.com\/collections\/brawa-new-items-2026.oembed?page=14","provider":"Ajckids","version":"1.0","type":"link"}