N-Scale 06/2018: Brawa E44, Kato, Tomytec

9.99 EUR^*

Art.-no. MU_N-A00027

Modellbahn Union

Set of 2 20 kV high voltage transformer 5 MVA. As a load or feed for factories or workshops.

The highly detailed parts are made of resin in the 3D printing process and are delivered unpainted. The accessories can be processed and painted with standard tools and colors (eg with Revell Email or Revell Aqua Color).

19.99 EUR^*

Art.-no. MU_N-B00082

Modellbahn Union

Third building from our new series building in Neugarten.

Model of the demolished signal box in Neugarten (Railway line Berlin-Lehrte). At Neugarten a branch line to Ketzin (Osthavelländische Kreisbahnen) connected to this main line.

166.16 EUR^*

Art.-no. Brawa_63102

Brawa

Road no. E 44 006

Model Features:
- New with interface Next18
- Free standing roof lines
- Epoch-ready lighting
- Coupler pocket according to NEM
- Many individually set parts
- Pantograph made of metal

To the model:
At the end of the 1920s, it became clear that Deutsche Reichsbahn Gesellschaft (DRG) would have to acquire new electric locomotives, among other things, to accelerate its goods traffic. The need to increase maximum speeds to at least 80 km/h could not be met with the most recently purchased E77 and E75 series since the standard drive technology by means of bars and additional trailing wheelsets did not allow for higher speeds. The good experiences from abroad and with the two Bavarian EG 1 with the Bo’Bo’ two-bogie locomotives convinced the DRG to deviate from single-frame construction as well. The arrival of the world economic crisis in 1929, however, put a halt to this plan by interrupting the cost-intensive electrical expansion of the lines, thus eliminating the need for electric locomotives. The locomotive industry in Germany, however, feared falling behind current developments due to this pause in procurement. They therefore began developing a cheaper design at their own costs. Thus a prototype with the designation E44 70 was created at the Siemens-Schuckert Works (SSW) under the general management of Walter Reichel. This prototype later became the E44 001. SSW was able to integrate its experience with electric arc welding from its production of components for electric generators into locomotive manufacturing, which led to significant savings in materials and manufacturing costs. The prototype’s positive test results convinced DRG to further develop the new locomotive type into a universal locomotive. The result was Germany’s first two-bogie electric locomotive produced in series, which can safely be categorised as the prototype for the subsequently developed standard electric locomotive of Deutsche Bundesbahn (DB). Due to the war the delivery of the locomotives, which were registered for 90 km/h, stretched from 1933 into the postwar period, and Henschel only handed over the last one, a E44 187G, to DB on 29 November 1954. The predominant distribution to central and southern Germany led to the fact that approximately 100 locomotives remained in West Germany and around 50 in East Germany after the war. The most conspicuous design changes at DB were the lengthening of the roof shield for accident prevention and the Indusi (inductive train control system) equipment. The last locomotives, however, remained in service until 1985. Of the original 187 locomotives, only 21 still exist today, partially as museum locomotives and as spare parts donors.

299.99 EUR^*

Art.-no. Brawa_63103

Brawa

Road no. E 44 006

Model Features:
- factory-equipped with sound
- Free standing roof lines
- Epoch-ready lighting
- Coupler pocket according to NEM
- Many individually set parts
- Pantograph made of metal

To the model:
At the end of the 1920s, it became clear that Deutsche Reichsbahn Gesellschaft (DRG) would have to acquire new electric locomotives, among other things, to accelerate its goods traffic. The need to increase maximum speeds to at least 80 km/h could not be met with the most recently purchased E77 and E75 series since the standard drive technology by means of bars and additional trailing wheelsets did not allow for higher speeds. The good experiences from abroad and with the two Bavarian EG 1 with the Bo’Bo’ two-bogie locomotives convinced the DRG to deviate from single-frame construction as well. The arrival of the world economic crisis in 1929, however, put a halt to this plan by interrupting the cost-intensive electrical expansion of the lines, thus eliminating the need for electric locomotives. The locomotive industry in Germany, however, feared falling behind current developments due to this pause in procurement. They therefore began developing a cheaper design at their own costs. Thus a prototype with the designation E44 70 was created at the Siemens-Schuckert Works (SSW) under the general management of Walter Reichel. This prototype later became the E44 001. SSW was able to integrate its experience with electric arc welding from its production of components for electric generators into locomotive manufacturing, which led to significant savings in materials and manufacturing costs. The prototype’s positive test results convinced DRG to further develop the new locomotive type into a universal locomotive. The result was Germany’s first two-bogie electric locomotive produced in series, which can safely be categorised as the prototype for the subsequently developed standard electric locomotive of Deutsche Bundesbahn (DB). Due to the war the delivery of the locomotives, which were registered for 90 km/h, stretched from 1933 into the postwar period, and Henschel only handed over the last one, a E44 187G, to DB on 29 November 1954. The predominant distribution to central and southern Germany led to the fact that approximately 100 locomotives remained in West Germany and around 50 in East Germany after the war. The most conspicuous design changes at DB were the lengthening of the roof shield for accident prevention and the Indusi (inductive train control system) equipment. The last locomotives, however, remained in service until 1985. Of the original 187 locomotives, only 21 still exist today, partially as museum locomotives and as spare parts donors.

166.16 EUR^*

Art.-no. Brawa_63100

Brawa

Road no. E 44 019

Model Features:
- New with interface Next18
- Free standing roof lines
- Epoch-ready lighting
- Coupler pocket according to NEM
- Many individually set parts
- Pantograph made of metal

To the model:
At the end of the 1920s, it became clear that Deutsche Reichsbahn Gesellschaft (DRG) would have to acquire new electric locomotives, among other things, to accelerate its goods traffic. The need to increase maximum speeds to at least 80 km/h could not be met with the most recently purchased E77 and E75 series since the standard drive technology by means of bars and additional trailing wheelsets did not allow for higher speeds. The good experiences from abroad and with the two Bavarian EG 1 with the Bo’Bo’ two-bogie locomotives convinced the DRG to deviate from single-frame construction as well. The arrival of the world economic crisis in 1929, however, put a halt to this plan by interrupting the cost-intensive electrical expansion of the lines, thus eliminating the need for electric locomotives. The locomotive industry in Germany, however, feared falling behind current developments due to this pause in procurement. They therefore began developing a cheaper design at their own costs. Thus a prototype with the designation E44 70 was created at the Siemens-Schuckert Works (SSW) under the general management of Walter Reichel. This prototype later became the E44 001. SSW was able to integrate its experience with electric arc welding from its production of components for electric generators into locomotive manufacturing, which led to significant savings in materials and manufacturing costs. The prototype’s positive test results convinced DRG to further develop the new locomotive type into a universal locomotive. The result was Germany’s first two-bogie electric locomotive produced in series, which can safely be categorised as the prototype for the subsequently developed standard electric locomotive of Deutsche Bundesbahn (DB). Due to the war the delivery of the locomotives, which were registered for 90 km/h, stretched from 1933 into the postwar period, and Henschel only handed over the last one, a E44 187G, to DB on 29 November 1954. The predominant distribution to central and southern Germany led to the fact that approximately 100 locomotives remained in West Germany and around 50 in East Germany after the war. The most conspicuous design changes at DB were the lengthening of the roof shield for accident prevention and the Indusi (inductive train control system) equipment. The last locomotives, however, remained in service until 1985. Of the original 187 locomotives, only 21 still exist today, partially as museum locomotives and as spare parts donors.

284.51 EUR^*

Art.-no. Brawa_63101

Brawa

Road no. E 44 019

Model Features:
- factory-equipped with sound
- Free standing roof lines
- Epoch-ready lighting
- Coupler pocket according to NEM
- Many individually set parts
- Pantograph made of metal

To the model:
At the end of the 1920s, it became clear that Deutsche Reichsbahn Gesellschaft (DRG) would have to acquire new electric locomotives, among other things, to accelerate its goods traffic. The need to increase maximum speeds to at least 80 km/h could not be met with the most recently purchased E77 and E75 series since the standard drive technology by means of bars and additional trailing wheelsets did not allow for higher speeds. The good experiences from abroad and with the two Bavarian EG 1 with the Bo’Bo’ two-bogie locomotives convinced the DRG to deviate from single-frame construction as well. The arrival of the world economic crisis in 1929, however, put a halt to this plan by interrupting the cost-intensive electrical expansion of the lines, thus eliminating the need for electric locomotives. The locomotive industry in Germany, however, feared falling behind current developments due to this pause in procurement. They therefore began developing a cheaper design at their own costs. Thus a prototype with the designation E44 70 was created at the Siemens-Schuckert Works (SSW) under the general management of Walter Reichel. This prototype later became the E44 001. SSW was able to integrate its experience with electric arc welding from its production of components for electric generators into locomotive manufacturing, which led to significant savings in materials and manufacturing costs. The prototype’s positive test results convinced DRG to further develop the new locomotive type into a universal locomotive. The result was Germany’s first two-bogie electric locomotive produced in series, which can safely be categorised as the prototype for the subsequently developed standard electric locomotive of Deutsche Bundesbahn (DB). Due to the war the delivery of the locomotives, which were registered for 90 km/h, stretched from 1933 into the postwar period, and Henschel only handed over the last one, a E44 187G, to DB on 29 November 1954. The predominant distribution to central and southern Germany led to the fact that approximately 100 locomotives remained in West Germany and around 50 in East Germany after the war. The most conspicuous design changes at DB were the lengthening of the roof shield for accident prevention and the Indusi (inductive train control system) equipment. The last locomotives, however, remained in service until 1985. Of the original 187 locomotives, only 21 still exist today, partially as museum locomotives and as spare parts donors.

166.16 EUR^*

Art.-no. Brawa_63104

Brawa

Road no. 244 044-4

Model Features:
- New with interface Next18
- Free standing roof lines
- Epoch-ready lighting
- Coupler pocket according to NEM
- Many individually set parts
- Pantograph made of metal

To the model:
At the end of the 1920s, it became clear that Deutsche Reichsbahn Gesellschaft (DRG) would have to acquire new electric locomotives, among other things, to accelerate its goods traffic. The need to increase maximum speeds to at least 80 km/h could not be met with the most recently purchased E77 and E75 series since the standard drive technology by means of bars and additional trailing wheelsets did not allow for higher speeds. The good experiences from abroad and with the two Bavarian EG 1 with the Bo’Bo’ two-bogie locomotives convinced the DRG to deviate from single-frame construction as well. The arrival of the world economic crisis in 1929, however, put a halt to this plan by interrupting the cost-intensive electrical expansion of the lines, thus eliminating the need for electric locomotives. The locomotive industry in Germany, however, feared falling behind current developments due to this pause in procurement. They therefore began developing a cheaper design at their own costs. Thus a prototype with the designation E44 70 was created at the Siemens-Schuckert Works (SSW) under the general management of Walter Reichel. This prototype later became the E44 001. SSW was able to integrate its experience with electric arc welding from its production of components for electric generators into locomotive manufacturing, which led to significant savings in materials and manufacturing costs. The prototype’s positive test results convinced DRG to further develop the new locomotive type into a universal locomotive. The result was Germany’s first two-bogie electric locomotive produced in series, which can safely be categorised as the prototype for the subsequently developed standard electric locomotive of Deutsche Bundesbahn (DB). Due to the war the delivery of the locomotives, which were registered for 90 km/h, stretched from 1933 into the postwar period, and Henschel only handed over the last one, a E44 187G, to DB on 29 November 1954. The predominant distribution to central and southern Germany led to the fact that approximately 100 locomotives remained in West Germany and around 50 in East Germany after the war. The most conspicuous design changes at DB were the lengthening of the roof shield for accident prevention and the Indusi (inductive train control system) equipment. The last locomotives, however, remained in service until 1985. Of the original 187 locomotives, only 21 still exist today, partially as museum locomotives and as spare parts donors.

284.91 EUR^*

Art.-no. Brawa_63105

Brawa

Road no. 244 044-4

Model Features:
- factory-equipped with sound
- Free standing roof lines
- Epoch-ready lighting
- Coupler pocket according to NEM
- Many individually set parts
- Pantograph made of metal

To the model:
At the end of the 1920s, it became clear that Deutsche Reichsbahn Gesellschaft (DRG) would have to acquire new electric locomotives, among other things, to accelerate its goods traffic. The need to increase maximum speeds to at least 80 km/h could not be met with the most recently purchased E77 and E75 series since the standard drive technology by means of bars and additional trailing wheelsets did not allow for higher speeds. The good experiences from abroad and with the two Bavarian EG 1 with the Bo’Bo’ two-bogie locomotives convinced the DRG to deviate from single-frame construction as well. The arrival of the world economic crisis in 1929, however, put a halt to this plan by interrupting the cost-intensive electrical expansion of the lines, thus eliminating the need for electric locomotives. The locomotive industry in Germany, however, feared falling behind current developments due to this pause in procurement. They therefore began developing a cheaper design at their own costs. Thus a prototype with the designation E44 70 was created at the Siemens-Schuckert Works (SSW) under the general management of Walter Reichel. This prototype later became the E44 001. SSW was able to integrate its experience with electric arc welding from its production of components for electric generators into locomotive manufacturing, which led to significant savings in materials and manufacturing costs. The prototype’s positive test results convinced DRG to further develop the new locomotive type into a universal locomotive. The result was Germany’s first two-bogie electric locomotive produced in series, which can safely be categorised as the prototype for the subsequently developed standard electric locomotive of Deutsche Bundesbahn (DB). Due to the war the delivery of the locomotives, which were registered for 90 km/h, stretched from 1933 into the postwar period, and Henschel only handed over the last one, a E44 187G, to DB on 29 November 1954. The predominant distribution to central and southern Germany led to the fact that approximately 100 locomotives remained in West Germany and around 50 in East Germany after the war. The most conspicuous design changes at DB were the lengthening of the roof shield for accident prevention and the Indusi (inductive train control system) equipment. The last locomotives, however, remained in service until 1985. Of the original 187 locomotives, only 21 still exist today, partially as museum locomotives and as spare parts donors.

179.90 EUR (RRP*)

129.99 EUR^*

Art.-no. Fleischmann_739001

Fleischmann

Electric locomotive, class 147, of Deutsche Bahn AG (DB AG), epoch VI.

Prototypically painted and labeled. Used windows. Die-cast metal chassis. 5-pole motor with flywheel. Drive on all four axles with two traction tires. Interface to NEM 662 (Next18) for recording a decoder. Coupler pocket according to NEM 355 with link mechanism.

White / red LED three-light top lighting, changing with the direction of travel. The headlight can be switched off completely or partially with the help of contact plates. The model is modeled on a lighted train destination display.

In May 2013, Deutsche Bahn announced that it had signed a framework agreement with Bombardier, which provided for the delivery of up to 450 electric Traxx locomotives of various types. Under this framework contract, Bahn AG called 110 vehicles for DB Cargo (as BR 187.1) as well as 20, adapted to the special requirements of local transport P160AC3 for DB Regio (as BR 147). The first copies of the innovative public transport locomotive have already been to the DB region Württemberg delivered. From the state capital of Stuttgart, the traffic-red, 160 km / h machines in front of trains to Karlsruhe, Heilbronn and Osterburken are currently proving their power and versatility. The FLEISCHMANN novelty comes with all the relevant details that distinguish the regional train from the freight train variant. These include the illuminated train destination indicator and the four frontal UIC cans. As an example, FLEISCHMANN also chose a Stuttgart copy with the distinctive, beaded side walls without flex panels.

Loknummer 9180 6147 014-5 D-DB (short 147 014)
Built 2016 by Bombardier Tr., Kassel (formerly Henschel & Sohn), Fab.-Nr. KAS 35104
Acceptance 16.12. 2016
First Bw: Stuttgart
Owner Regio AG Baden-Württemberg
Lok is still in service today.

264.90 EUR (RRP*)

219.99 EUR^*

Art.-no. Fleischmann_739071

Fleischmann

Electric locomotive, class 147, of Deutsche Bahn AG (DB AG), epoch VI.

Model with built-in, load-controlled digital decoder and factory-ready sound.

Prototypically painted and labeled. Used windows. Die-cast metal chassis. 5-pole motor with flywheel. Drive on all four axles with two traction tires. Coupler pocket according to NEM 355 with link mechanism.

White / red LED three-light top lighting, changing with the direction of travel. The model is modeled on a lighted train destination display.

In May 2013, Deutsche Bahn announced that it had signed a framework agreement with Bombardier, which provided for the delivery of up to 450 electric Traxx locomotives of various types. Under this framework contract, Bahn AG called 110 vehicles for DB Cargo (as BR 187.1) as well as 20, adapted to the special requirements of local transport P160AC3 for DB Regio (as BR 147). The first copies of the innovative public transport locomotive have already been to the DB region Württemberg delivered. From the state capital of Stuttgart, the traffic-red, 160 km / h machines in front of trains to Karlsruhe, Heilbronn and Osterburken are currently proving their power and versatility. The FLEISCHMANN novelty comes with all the relevant details that distinguish the regional train from the freight train variant. These include the illuminated train destination indicator and the four frontal UIC cans. As an example, FLEISCHMANN also chose a Stuttgart copy with the distinctive, beaded side walls without flex panels.

Loknummer 9180 6147 014-5 D-DB (short 147 014)
Built 2016 by Bombardier Tr., Kassel (formerly Henschel & Sohn), Fab.-Nr. KAS 35104
Acceptance 16.12. 2016
First Bw: Stuttgart
Owner Regio AG Baden-Württemberg
Lok is still in service today.

39.99 EUR^*

Art.-no. Kato_5152-9

Kato

Orient Express Paris-Hong Kong-Japan 1988 - 15,000 km in 19 days, epoch IV.

In September 1988 one of the most remarkable journeys of the Orient Express took place: from Zurich and Paris via Aachen, Cologne, Berlin, Warsaw, Moscow, Novosibirsk, Beijing to Hong Kong. In Aachen, a blue BR110 of the DB took over the train to Helmstedt. After arriving in Hong Kong, the cars were shipped to Japan.
- equipped with interior fittings
- interior lighting
- Standard N couplings

85.99 EUR^*

Art.-no. Kato_10-1228

Kato

46.99 EUR^*

Art.-no. Kato_16001-5

Kato

244.99 EUR^*

Art.-no. Kato_10-1476

Kato

159.99 EUR^*

Art.-no. Kato_10-1477

Kato

79.99 EUR^*

Art.-no. Kato_3038

Kato

79.99 EUR^*

Art.-no. Kato_3050

Kato

84.99 EUR^*

Art.-no. Kato_3061-2

Kato

83.99 EUR^*

Art.-no. Tomix_9428

Tomix

254.99 EUR^*

Art.-no. Tomix_98987

Tomix

35.99 EUR^*

Art.-no. Tomytec_286523

Tomytec

29.99 EUR^*

Art.-no. Tomytec_287872

Tomytec

44.99 EUR^*

Art.-no. Tomytec_289098

Tomytec

44.99 EUR^*

Art.-no. Tomytec_289142

Tomytec

15.00 EUR^*

Art.-no. Diverse_VGB-SPUR-N

Diverse

the new german magazine for the N-Bahn - concentrated information on 100 pages

6.50 EUR^*

Art.-no. Diverse_N-Bahn-Magazin-2018-4

Diverse

88-page magazine for the N-Bahn