ESU 31296

 The 94.5-17 series is one of the most durable and successful Prussian locomotive constructions. Its development actually dates back to 1906, when the Royal Railway Directorate (KED) Erfurt submitted an application to the Prussian Railway Central Office for the development of a five-fold coupled steam locomotive for the steep sections in Thuringia. The T16, which was developed by the well-known locomotive designer Robert Garbe, was manufactured in 343 units from 1905. With the T16 of the reinforced design (called T16.1) between 1913 and 1924, true universal locomotives for short distances were created, which became native to the whole of Prussia, Alsace and Lorraine and from 1920 to the whole of Germany. During the long construction period there were various changes. From 1921, the T16.1 wore a feeding dome, which is why the preheater, which was initially placed on the boiler top, now slid sideways next to the front sandbox. With the steam heating clutch, the T16.1, known as BR 94.5-17 from 1924, was also used in passenger trains. The maximum speed, which was increased to 60 km/h after standardization of many components from 1927, made it even more versatile in use. With an axle load of 17 tons, the 94 was also suitable for secondary lines with a weaker superstructure. In addition, equipped with a Riggenbach counter-pressure brake, it even replaced the more modern, but too heavy T20 on Thuringian steep routes. In the steep route service, esU models 094 652 and 94 1292 became legends. Both were among the last operating locomotives of DB and DR in the early 1970s. 94 1292 showed their strength as a DB museum locomotive until 2005 at the Rennsteig or at times also in the Eifel in the hard steep ramp service.

The T16.1 is ESU's first steam locomotive. The finely detailed model is made of metal and has a large number of separately attached parts. It goes without saying that the corresponding differences are taken into account. The wheels with thin spokes are also an eye-catcher. The model is shown with largely worn wheel tyres, which is why the wheel stars can have exemplary dimensions. This leaves enough room to execute the track wreaths in such a way that safe operation on two- and three-wire tracks is possible. In order to minimize the compromises on the chassis, we only guarantee operation on radii from 420 mm. Since the locomotives were used in local freight train and shunting service, they carry models on both sides a shunting coupling in the standard shaft. Matching ironing couplings with non-magnetic brackets are enclosed with the locomotive. Of course, the model ejects smoke from the chimney in an axis-controlled rad- and LokSound-synchronous. Of course, we also listened carefully to the model when designing the sounds. For example, in the case of downhill descents, the acoustics can be converted to counter-pressure brakes using the function button with a replica of the Riggenbach counter-pressure brake. The acoustics of the various air and feed pumps were also different. It is ranked according to the model under the two-sided glow of the lower right lantern. In the Prussian version, the third peak light can be switched on to show the peak signal Zg 7 (counter-signal). For the first time in large-scale production, the lanterns are designed to be exemplary, free-standing. When acoustically coal is shoveled into the fire can, the fire can lighting also glows.