History
In 1924 the Waggonfabrik Fuchs coach factory in Heidelberg converted four Bavarian MCCi steam railbuses into Class ET 85 electric railbuses with running numbers 01–04. After this conversion an order for 32 new vehicles of this type was delivered to Fuchs and BBC to be built from 1927 to 1933. In 1927 it was still not possible to locate the entire electric engine unter the coach floor. The transformer and the switching (Schaltwerk) was therefore installed in an engine compartment. The nine railbuses were only a little longer than their "prototypes". The doors to the passenger section were recessed like those of their predecessors, however there was only a single door to the engine compartment on the right hand side of the vehicle. All units up to number ET 85 30 originally had front doors and gangways that were later removed.
In identical form and with the same internal layout - instead of the engine room, there was a luggage compartment - driving cars ES 85 01–34 appeared from 1927 to 1933. Rebuilt six-wheeled Bavarian passenger coaches, numbers EB 85 01–70, acted as trailer cars; they were later replaced by six-wheeled 'rebuild coaches', the so-called Umbau-Wagen . Motor coaches ET 85 05 and 09 were equipped for top speeds of 100 km/h. The DB took over the Class ET 85 and reclassified them in 1968 as DB Class 485/885. These vehicles were not just employed in Munich suburban services but also by the Deutsche Bundesbahn in the Black Forest on the Three Lakes Railway and the Wehra Valley Line.
By 1977 all the vehicles had been retired; the last ones being nos. 485 005 + 885 709.
In 1949 numbers ET 85 13, 14 and 16 were converted to ET 90 01–03. After re-motoring they were used on the inclined route from Berchtesgaden to Königssee and occasionally also on the Ammer Valley Railway. In 1972 the ET 90s were retired.
Number 485 007 + 885 615 is preserved in the Bochum-Dahlhausen Railway Museum.
Originally, both Deutsche Bundesbahn and Deutsche Reichsbahn continued the classification system of the Deutsche Reichsbahn (DRG) – see also a short overview of the numbering system of the German railways. When UIC introduced a new classification system that could be processed by the computers of the late 1960s, DB did a major modification of their system, effective 1 January 1968. This system is still in use and now includes the engines of the former GDR railways as well.
The Bavarian Class D XI engines were branch line (Lokalbahn) saturated steam locomotives built for service with the Royal Bavarian State Railways.
The six-coupled P 5 of the Palatinate Railway (Pfalzbahn) was to replace the four-coupled locomotives in the Palatinate. They were given a leading Krauss-Helmholtz bogie and a trailing bogie in order to achieve satisfactory weight distribution.
The Bavarian G 5/5 goods train, steam locomotives were intended for steep stretches of line belonging to the Royal Bavarian State Railways network in northern Bavaria. The extremely sharp rise in the levels of traffic on these lines in the years leading up to the First World War meant that the eight-coupled Bavarian E I and G 4/5 N classes previously employed there were increasingly unable to cope.
The Nuremberg Transport Museum is based in Nuremberg, Germany, and consists of the Deutsche Bahn's own DB Museum and the Museum of Communications. It also has two satellite museums at Koblenz-Lützel and Halle. The Nuremberg Transport Museum is one of the oldest technical history museums in Europe.
After the foundation of the Deutsche Reichsbahn the Bavarian Group Administration tasked the firm of Maffei with the construction of 80 locomotives of the Bavarian Class P 3/5 H. These machines were based on the Class P 3/5 N, but had a superheated steam boiler. Positive experience with these vehicles built in 1921 – they were even used on express train duties – led in 1924 to the rebuild of all available Class P 3/5 N engines into superheated steam locomotives.
The German Steam Locomotive Museum or DDM is located at the foot of the famous Schiefe Ebene ramp on the Ludwig South-North Railway in Neuenmarkt, Upper Franconia. This region is in northern Bavaria, Germany. The DDM was founded in 1977.
The Prussian T 18 was the last class of tank locomotives developed for the Prussian state railways. They were originally intended for services on the island of Rügen as replacements for Class T 12 and T 10 engines. They emerged when a class of locomotive was conceived in 1912 that was to handle express and passenger trains in border areas or in shuttle services on short routes. A tank engine design with symmetrical running gear was envisaged because, unlike a tender locomotive, it could run equally fast forwards and backwards and could be operated on return journeys without having to be turned on a turntable. Its power and top speed were to be the same as those of the P 8. Robert Garbe designed this 4-6-4 (2′C2′) tank locomotive for 100 km/h with a 17-ton axle load and contracted the Vulkan Werke in Stettin to build it. It was given the designation T 18.
Between 1934 and 1941 the Deutsche Reichsbahn (DRG) converted a total of 691 former Prussian-built Class 55.25–56 steam locomotives; the result was the DRG Class 56.2–8. The carrying axle enabled higher speeds and the engine could even be used as a passenger train locomotive. In addition the average axle load was lower, so that these locomotives could also be used on branch lines. The conversion entailed moving the boiler forward and raising it somewhat. The vehicles were given operating numbers between 56 201 and 56 891, although the numbering was not continuous.
The steam railbuses of Bavarian Class MCCi were built between 1906 - 1908 for the Royal Bavarian State Railways for suburban services in the Munich area. Seven units were produced, the coach bodies being manufactured by MAN and the engines by Maffei.
The DRG Class E 16 were German electric locomotives in service with the Bavarian Group Administration of the Deutsche Reichsbahn, and were conceived as motive power for express trains. They were initially designated as the Bavarian Class ES 1, before being incorporated into the DRG numbering plan as E 16.
The electric locomotives of Bavarian Class EP 2 were in light passenger train service in Germany for almost 50 years. After their initial classification as EP 2 by the Royal Bavarian State Railways, they were redesignated as E 32s from 1927 to 1968 in the DRG's numbering plan and, later in the DB classification scheme. In their final years, post-1968, they were given the EDV-compatible classification of 132. Characteristic of the E 32 was its short length and link drive (Stangenantrieb).
The Bavarian Class EP 5 was an electric locomotive used for heavy passenger train services with the Deutsche Reichsbahn (DRG) and Deutsche Bundesbahn (DB).
The German DRG Class E 77 was a Deutsche Reichsbahn-Gesellschaft electric locomotive class, which was ordered in 1923 and entered service in 1924. The 56 units of this class were specifically intended for the Halle (Saale) - Leipzig line and for routes in southern Germany.
Three different types of German electric goods train locomotive belonged to the Deutsche Reichsbahn's DRG Class E 91. In addition to the standard locomotives (Einheitslokomotive) described below there was also a Prussian class that was given the designation E 913 in 1927.
The DRG locomotive classification system was developed by the German Imperial Railway Company or Deutsche Reichsbahn-Gesellschaft (DRG), which was formed in 1924 following the merger of the German state railways (Länderbahnen) in 1920. A common classification and numbering scheme was needed in order to organise effectively the four hundred or so different steam locomotive classes taken over from the state railways, as well as new locomotives. This process lasted until 1926. Only then was the final renumbering plan fixed.
The Uerdingen railbus is the common term for the multiple units which were developed by the German firm of Waggonfabrik Uerdingen for the Deutsche Bundesbahn and private railways after the Second World War. These vehicles were diesel-powered, twin-axle railbuses of light construction. The diesel motors were built into the chassis underneath the vehicle. The VT 95 and VT 98 of the former Deutsche Bundesbahn in particular, are associated with this concept. These vehicles were employed in passenger train duties on branch lines where steam or diesel train operations were less profitable. Including the units built under licence, a total of 1,492 power cars were built from 1950 to 1971; and the total number of units, including trailer and driving cars, was 3,306.
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