676:
1209:
623:
905:
1147:(locomotive running section), had to look after everything to do with locomotive and train running. Tasks assigned to this group included supervising locomotive operations, clearing defects and faults, drawing up locomotive diagrams and crew rosters, allocating staff and engines, checking locomotive records, training personnel, managing all documents and the care and supply of all engines (heating, coaling and cleaning). The drawing up of tasks, locomotive diagrams and crew rosters was later taken over by so-called 'technologists' (
1377:
929:
105:
1200:) reported. This group was responsible for checking reports of damage, repairing damage and defects, supervising the shunting foremen at stations, clearing up operational irregularities, refilling gas and disinfection facilities for wagons, cleaning, lighting and heating of wagons, maintenance and repair jobs, dispatching wagons to the main repair shops, ordering spare parts and materials for wagons, including the management of the spare parts and monitoring new systems on wagons.
980:
890:
577:
165:
879:
tubes or impede heat transfer within the boiler, leading to hazards in operating the engine. This meant that boilers had to be washed out regularly, either every ten to 14 days or after 2,000 kilometres for express locomotives and 1,500 kilometres on goods train locomotives. Cold washing a boiler took up to 14 hours. For hot washing, a special washout point was needed. For this purpose, locomotive sheds had a separate washout road with a washout channel. Every
971:, the workshop was divided into different departments. So there might have been a mechanical engineering workshop, a blacksmith's shop, a tool shop, a locksmith's shop, a foundry and an electrician's shop (this had little importance however). Moreover, in addition to the departments, sometimes there were several facilities for specialist tasks. For example, individual workshops like pump and boiler repairs might be established.
1233:
1172:
848:
200:
1112:
917:
84:
744:
816:
758:(usually two, on top of the boiler). These were filled with the help of sanding equipment. For sanding there was either a sanding system with an elevated bunker or a sanding tower. The special sand was kept in its own store. On a sanding tower a telescopic pipe was hooked up to the sandbox, the lock released and the locomotive sandbox filled as required. All
1168:(locomotive maintenance department). Group C was responsible for carrying out repair and maintenance jobs, transferring damaged rolling stock to the main repair shops, ordering spare parts and materials including management of the spare parts store, monitoring new vehicle systems, keeping the breakdown train ready and recovering broken down vehicles.
1229:
as well as coaling, sanding and loading stations (cranes, turntables, and traversers also fell into their area of responsibility), maintaining the electrical installations, weighbridges and track brakes, ordering spare parts and materials including management of the spares store and the instruction and control of the machine operators.
188:). This involved emptying the ash and clinker from the smokebox and grate into an ashpit sunk between the tracks. This was a particularly dirty job. After completely cleaning out the boiler the engine was run to the water cranes, where the engine's water tanks were refilled. The next stop was the sanding point. At smaller
831:
At the ashpits, the grate, ashpan and smokebox of the steam locomotive were cleaned as part of its disposal routine after duties. The combustion of coal left behind about 20% of combustion residue. This was scraped off with various implements (scrapers, hooks and special brushes) and emptied into the
195:
Because the locomotive was now fully equipped with everything it needed for its next duty, it was either stabled in the locomotive shed or on a spare stabling road and cleaned further by the fireman. Repairs were dealt with by the staff responsible for them during the night. Afterwards the engine was
133:
or stabled on a siding. After climbing into the driver's cab, the engine driver began with the most important checks: regulator, valve seals, water levels and a brake test. The fireman checked the equipment on board and the fuel supplies. Not until these checks had been carried out did the crew begin
774:
had one or more coaling points for the delivery and unloading of coal. In addition, they had to store the fuel and carry out the replenishment of locomotive coal tanks or tenders. Coaling facilities came in various shapes and sizes, dependent on the daily consumption. Coal was delivered was by rail,
1228:
the group was headed by a
Reichsbahn inspector. At smaller depots, Group E comprised a maximum of 20 railwaymen - who mainly belonged to Group C. This group was crucial to ensuring smooth running operations. Their range of tasks included looking after the gas, water, steam and heating installations
955:
and turntables. Most important were the wheel drops. Usually located in the locomotive shed or the workshop, they facilitated changing the wheelsets. Initially there were many different wheel set designs until a standard type was developed. With the aid of a wheel drop, an axle could be replaced in
1247:
had their own department responsible for the fuel stores - Group F. Smaller depots allocated this work to Group A. Amongst the tasks allotted to Group F were the ordering and stocking of fuel supplies and equipment, management of the equipment records (a type of inventory register), the storage of
878:
The boiler of a steam locomotive had to be cleaned at regular intervals. Although boiler feedwater was thoroughly filtered, it contained a number of chemical compounds that did not fully evaporate. These compounds precipitated in due course as sludge and boiler scale, which could in time block the
239:
Whilst the shed hands were busy washing out a locomotive, fitters carried out routine examinations and scheduled repair tasks. This work was necessary in order to keep the engine operational for as long as possible between general inspections. In order to keep stoppages of locomotives to a minimum
614:
were eventually connected to the regional water network, their drinking waterworks was usually closed down. The water was extracted from springs, wells and ponds and then cleaned. Industrial water for the running the steam locomotives had to have a high level of quality. As a result, the railway
1102:
the management functions were split between groups B and C. Group A had to draw up plans for the efficient running of the depot and for the allocation of locomotives. In addition they were responsible for the overall budget (awarding of fuel efficiency bonuses and payment of holiday and sickness
806:
had coaling stages or large coaling plants that had four filled hopper-like bunkers which were equipped with locking devices. When these were removed, the coal ran down into the locomotive tender. With this type, coal was transferred to the four small bunkers from the main bunkers using a large
734:
had to have enough space in order that it could be extended in any direction. Smaller maintenance jobs were carried out in the locomotive shed itself. For more specialised repair or maintenance tasks there was usually an engine repair shop, most of which had an overhead crane with which heavy
714:
often had two or three roundhouses with their associated turntables. The roundhouse was reliant on the turntable; if it became incapacitated the entire shed was out of commission because locomotives could not be run in or out of it. The turntable therefore had an emergency engine which used
1103:
pay). The management of operating records and locomotive cards (including mileages and fuel consumption of the rolling stock) as well as the oversight of energy consumption and the consumption of fuels (especially coal, water and gas) were also assigned to this group.
128:
in question. There they were given the key to their locomotive, a repair book, a route plan and timetable and a list of the trackworks en route. After completing all the formalities, the engine driver and fireman went to their engine, which was either berthed in the
865:
consisted of a mobile work platform and a compressed air pipe to blow through the heating and smoke tubes. For this activity, an employee (the tube cleaner) carried out this job on a designated siding. Cleaning all the tubes could take about an hour. A
666:
and the composition of the feedwater. The enginemen had to bring samples of feedwater to the laboratory at specified intervals. In addition to testing the water, the laboratory was also responsible for checking oils and greases delivered to the depot.
176:) by letting the fire slowly burn down depending on demands of the route. After the train had arrived at the terminus, the fireman turned off the train heating and the locomotive was uncoupled from the wagons. Then the locomotive was returned to the
702:. The locomotives were turned on the turntable and berthed in the roundhouse. This was heated so that the steam locomotives did not fully cool down, otherwise raising steam took too long. In order to move steam locomotives that were stored 'cold',
240:
this work was distributed throughout the year. Amongst the most important tasks were the biannual brake system checks, the quarterly condition examinations and a yearly main brake inspection. Special tasks are detailed in the following table.
1326:
ran the depot. The shedmaster had to select the staff and conduct examinations. In addition he was in charge of safety in a way, because he had to monitor all safety and working regulations; he was also responsible for the cleanliness of the
1159:
The management of Group C – locomotive repair – also fell to a
Reichsbahn inspector. He had the role of a mechanical foreman and was usually a deputy to the shedmaster. Several master tradesmen reported to him, depending on the size of the
860:
During locomotive running, unburnt pieces of coal, ash and cinders lodged in the heating and smoke tubes, which therefore had to be cleaned out at specified intervals. Usually, this process took place every 500 to 1,000 kilometres. The
715:
compressed air. Over the course of time, a standard turntable with a 26m long track was adopted. Turntables were always at the mercy of the weather and in very heavy use, so they had to be serviced at regular intervals. In fact every
1006:
from which the various activities were controlled and directed. The locomotive shed itself was heated, so that the steam locomotives did not completely cool down, because otherwise it took too long to raise steam pressure.
811:
had an overhead chute. The coal was transported in tub wagons again; these were then placed in a lift, hoisted up and then tippled down the chute, allowing the coal to run into the tender of the steam locomotive.
706:
were installed. It was prescribed by almost all railway companies that at least 75% of all locomotives had to be able to be berthed in the locomotive shed, the rest would be stabled on stabling roads in the open.
634:
and drawn from there. These facilities had various designs; there was no standard type. All water towers had several up and down pipes. The water towers supplied all areas with industrial water, including the
1331:. Because almost all shedmasters had had engine driver training, they had to help out when there was a high traffic loading. The shedmaster had to be present at all serious accidents or other major events.
227:
First the boiler had to be blown down. After it had cooled, the water was drained. Once this was completed, the cleaning of the boiler could begin. After that the boiler was refilled and heated up again.
647:). Water cranes were usually located near the inspection pits or at coaling points. They, too, came in various shapes and sizes, although these were gradually replaced by standard types of water crane.
1192:
allocated these tasks to a master tradesman's gang in group C, that had a maximum of 40 staff. Both the DB and the DR during the 1950s established larger D groups at independent locations, known as
141:. Whilst the engine driver looked underneath the engine for any damage, the fireman - equipped with oil can and grease gun - had to service all the grease points on the locomotive (see photograph).
967:. Higher than normal wear and tear on the tyres made it necessary to reprofile them ahead of scheduled overhauls. Each workshop was also equipped with a wide range of tools. At medium and large
69:
had a large number of facilities in order to be able to carry out their various maintenance tasks. As a result, they needed a lot of staff and were often the largest employers in the area.
1164:. This group comprised several gangs of tradesmen (up to 30 employees) who in turn were led by various subordinate foremen. The Deutsche Reichsbahn also called this group the
840:) which were located on special ashpit tracks in the open. The ash and cinders were left in the pit until it was emptied. This was either carried out by hand or with a hoist (
610:
had two different waterworks: one railway waterworks that provided water for the engines and a drinking waterworks that supplied water for the employees of the depot. When
606:
had their own railway waterworks. These waterworks were equipped with various systems for delivering water (pumps, pipes, water containers and take-off points). Many
224:, the frequency of runs and the demands of the routes being worked on the locomotive. The washing out of a steam locomotive boiler consisted in six stages of work:
1082:, however the Reichsbahn had different names for the groups. The Austrian railways were organised in a similar way; here, too, the different tasks were divided up.
582:
Key: 1 - Water crane, 2 - Coaling point, 3 - Signal box, 4 - Roundhouse, 5 - Locomotive repair shop, 6 - Washout equipment, 7 - Inspection pit, 8 - Turntable.
1272:) or vehicle depots. Group K was run by a Reichsbahn inspector and had the job of tasking and maintaining motor vehicles, sending them to the main workshops (
1196:
or wagon depots. Where this was not the case, Group D was headed by another inspector to whom, depending on the size of the depot, up to three wagon foremen (
994:
also had staff accommodation (showers and wash rooms, rest rooms for depot and locomotive staff, sleeping accommodation for locomotive crews and, in larger
844:) (see photograph right). By this means, the ash was shovelled into trolleys, which were lifted and tipped into a wagon that then transport the ash away.
723:, so that if the turntable was out of action, locomotives could still be turned. However, because wyes needed a lot of space they were only rarely built.
116:
was allowed onto the line, the crew had to carry out a large number of preparatory jobs. In accordance with the enginemen roster, the locomotive crew –
904:
823:
Next to the coaling station there were often water cranes and works buildings. In addition, there were often store rooms for these facilities nearby.
555:
are also responsible for looking after special duty trains. The most important units are breakdown trains (for re-railing derailed rolling stock) and
615:
waterworks developed their own filtering systems, where the water for operations was made usable. Especially important were the salt content and the
231:
When a locomotive was due for boiler cleaning, preparations for washing out were started even whilst the locomotive was on its final run beforehand.
883:
had an additional washout road outside the shed. The used washing water drained into this channel and could be used for other purposes if need be.
889:
563:
tractors and shunters are needed in order to move wagons and locomotives that are unable to move under their own power. Finally almost every
1340:
1398:
1224:(Engineering Facilities department). In the Bundesbahn this department was further divided into two sub-groups. At medium-sized and large
675:
559:. There are also fire fighting trains to enable fires in the area to be put out as quickly as possible. And for the smooth running of a
57:) is a German railway depot where the maintenance of locomotives and other rolling stock is carried out. It is roughly equivalent to a
1764:
928:
1720:
1674:
1655:
1636:
1617:
1598:
1579:
1420:
1745:
802:
tub wagons on rails to a rotating crane which then lifted them and tippled their contents into the tender of the locomotive. Large
896:
1208:
576:
184:, where its coal was replenished. Next the engine proceeded to the ashpit where the boiler was cleaned out by the shed workers (
754:
Trouble-free locomotive running requires that there is sufficient traction between wheel and rail. Steam engines therefore had
65:. These were of great importance during the steam locomotive era to ensure the smooth running of locomotive-hauled services.
1143:
handed the functions of this group to the running foreman. Group B, which was referred to by the
Deutsche Reichsbahn as
622:
1391:
1385:
1020:
In order to optimise the pattern of work, individual functions were allocated to various groups of staff as follow:
791:
stored the daily coal requirement in a main bunker, the rest of the coal was stored in one or more reserve bunkers.
1769:
775:
either using normal goods wagons or with special self-discharging hoppers. The coal was stored in large bunkers (
1402:
916:
1119:
Group B was responsible for the running of locomotives. At a large depot, they were headed by an inspector (
862:
1669:(in German). Vol. Eisenbahn-Journal Anlagenplanung 4/2004. FĂĽrstenfeldbruck: Verlagsgruppe Bahn GmbH.
1650:(in German). Vol. Eisenbahn-Journal Anlagenplanung 4/2003. FĂĽrstenfeldbruck: Verlagsgruppe-Bahn GmbH.
1593:(in German). Vol. Eisenbahn-Journal Anlagenplanung 4/2002. FĂĽrstenfeldbruck: Verlagsgruppe Bahn GmbH.
1574:(in German). Vol. Eisenbahn-Journal Anlagenplanung 2/2001. FĂĽrstenfeldbruck: Verlagsgruppe Bahn GmbH.
680:
658:
that continuously monitored the water processing; in particularly checking the preparation of the boiler
104:
755:
322:
275:
121:
979:
598:
The running of steam locomotives required water as well as coal. As a result, the water supply of a
138:
1079:
1075:
17:
1360:
1355:
1274:
703:
695:
556:
62:
220:
at laid down times. The interval between boiler washouts varied according to the quality of the
216:
The boiler of a steam locomotive had to be cleaned at regular intervals. This took place in the
164:
172:
During the final kilometres to the terminal station the fireman began to prepare for disposal (
1716:
1670:
1651:
1632:
1613:
1594:
1575:
1345:
1350:
699:
221:
149:
148:
had reached its operating pressure, the locomotive could drive out of the shed and onto the
113:
75:
28:
1094:
because there the managerial workload was the greatest. At smaller depots the shedmaster (
644:
527:
130:
83:
58:
1232:
1171:
847:
1260:. In the 1950s the DB and DR hived them off and they finally ended up in the so-called
952:
935:
807:
crane. Because these two variants needed rather a lot of space, small and medium-sized
590:
The maintenance of a steam locomotive requires a large number of different facilities.
350:
199:
1111:
1758:
1323:
867:
640:
531:
516:
181:
117:
1318:
was the shedmaster – he usually had a mechanical engineering background and was an
799:
784:
679:
The roundhouse and the turntable at the Museum of
Industry and Railway in Silesia,
636:
204:
951:
also had a large number of engineering facilities. These included, for example,
730:
often only had a parallel-road shed, which could be reached via turnouts. Every
631:
137:
The fireman began by lighting the fire in the locomotive, then driving it to an
743:
1003:
720:
655:
616:
370:
153:
156:, the locomotive officially began its duties and ran out onto the main line.
659:
639:
used to replenish the water supplies of steam locomotives (whether they had
414:
815:
662:
which was tested regularly. The laboratory specified the salt content, the
1319:
663:
478:
73:
The history and present-day importance of such depots is covered in the
602:
played an important role. In order to guarantee the supply, almost all
1135:
also had an outside running foreman and their own duty roster clerk (
684:
466:
411:
145:
1127:), and who was supported by various assistants and running foremen (
794:
Coaling the locomotives could be carried out in various ways. Many
192:, refilling the sanders was manual work using buckets and ladders.
1231:
1207:
1170:
1110:
978:
964:
846:
814:
742:
674:
621:
510:
198:
163:
103:
82:
1706:(in German). Vol. EK-Special 34. Freiburg: EK-Verlag GmbH.
1697:(in German). Vol. EK-Special 24. Freiburg: EK-Verlag GmbH.
1688:(in German). Vol. EK-Special 19. Freiburg: EK-Verlag GmbH.
1370:
1322:. At smaller facilities it was often the case that the senior
779:) which usually had side walls made of concrete (on smaller
1278:), controlling and managing their fuel stores and drivers.
1002:
often had a lot of trackage, many were allocated their own
1608:
Kratzsch-Leichsering, Michael U.; Endisch, Dirk (1999).
551:
In addition to the maintenance of all locomotives, some
1736:
1704:
Bahnbetriebswerke. Teil 3: Drehscheiben und
Lokschuppen
1589:
GroĂźkopf, Volker; Rohde, Dirk; Tiedtke, Markus (2002).
1570:
GroĂźkopf, Volker; Rohde, Dirk; Tiedtke, Markus (2001).
1216:
The composition of Group E depended on the size of the
630:
After cleaning, the industrial water was pumped into a
1123:), who was usually also the deputy to the shedmaster (
1713:
390:
246:
719:
with a turntable should also have had a triangle or
1591:
1188:and not every depot had such a department. Smaller
333:Check small suspension rods and compensating lever
1686:Bahnbetriebswerke. Teil 1: Bekohlung und Besandung
1529:. Vol. Modellbahnreport 73. 2005. p. 16.
1256:Group K was formed in the 1930s and only at a few
1115:Locomotives, the responsibility of Groups B and C
144:Once all the checks had been carried out and the
870:, for example, had 168 heating and smoke tubes.
798:ferried the coal from the bunkers using small
762:had to have enough sand for at least 30 days.
235:Routine examinations and scheduled repair work
1648:Bahnbetriebswerke. Teil 3: GroĂźe Lokstationen
1572:Bahnbetriebswerke Teil 1, Kleine Lokstationen
1212:Engineering facilities the purview of Group E
947:In addition to its running facilities, every
8:
959:For smaller repair jobs, the workshops in a
1737:Model railway exhibition display including
152:. After the tracks had been cleared by the
1711:Weikelt, Walter; Teufel, Manfred (2005) .
1248:fuel and control of the stores personnel.
1090:Group A was normally only found at larger
1059:Group F: fuel and oil storage facilities (
626:Steam engine filling up from a water crane
1421:Learn how and when to remove this message
1047:Wagenbetriebsdienst und Wagenausbesserung
990:As well as the operational facilities, a
124:– reported to the running foreman of the
1746:Website with articles on the history of
1695:Bahnbetriebswerke. Teil 2: Wasser marsch
1543:(6 ed.). June 2006. pp. 18–23.
1384:This article includes a list of general
1553:
1513:
1501:
1489:
1477:
1465:
1441:
1434:
885:
341:Grease brake linkages, clean oil ducts
309:Clean trailing box and check oil pipes
1220:. In the DR this group was called the
1184:Group D had a special role within the
1175:A store, the responsibility of Group D
1045:Group D: wagon operations and repair (
389:
1665:Rohde, Dirk; Tiedtke, Markus (2004).
1646:Rohde, Dirk; Tiedtke, Markus (2003).
515:axleboxes and greasing points on the
7:
1715:(in German). Stuttgart: Transpress.
1631:(in German). Stuttgart: Transpress.
1629:So funktioniert das Bahnbetriebswerk
1612:(in German). Stuttgart: Transpress.
1341:List of locomotive depots in Germany
1236:A small fuel and oil store (Group F)
1180:Group D: Wagon operations and repair
1166:Abteilung Triebfahrzeug-Unterhaltung
1098:) took on these tasks; medium-sized
567:has a variety of special vehicles.
18:Bahnbetriebswerk (steam locomotive)
1390:it lacks sufficient corresponding
910:Model of a Schräg coaling facility
25:
1667:Bahnbetriebswerke Teil 4: GroĂź-Bw
1052:Group E: engineering facilities (
509:Check the small suspension rods,
301:Check central lubricating system
108:Locomotive 638.1301 being greased
1610:Die Dampflok im Bahnbetriebswerk
1375:
927:
915:
903:
897:Bochum-Dahlhausen Railway Museum
888:
575:
433:Check steam and hot water pipes
1741:Ottbergen in 1975 at 1:87 scale
1204:Group E: Engineering Facilities
1024:Group A: managerial functions (
819:Diagram of an ashpit with hoist
457:Check sludge removal equipment
392:
248:
747:The sanding point at a former
1:
1314:). The person in charge of a
1241:Group F: Fuel and Oil Storage
1145:Sektion Triebfahrzeug-Betrieb
1086:Group A: Managerial Functions
1031:Group B: locomotive running (
361:Check glides and hinge bolts
242:
180:, where it first went to the
1310:) and the managerial staff (
1222:Abteilung Technische Anlagen
1074:This system was used by the
1038:Group C: locomotive repair (
783:these were also made of old
501:Carry out basic seal checks
380:Check wheel flange greasing
196:prepared for its next duty.
1107:Group B: Locomotive Running
787:and section of rail.) Each
735:components could be moved.
402:Check tools and implements
1786:
1294:), the supervisory staff (
1155:Group C: Locomotive Repair
1066:Group K: motor transport (
1026:Verwaltungsangelegenheiten
998:a mess room too). Because
89:Bahnbetriebswerk Ottbergen
26:
1765:Railway depots in Germany
1131:). The majority of large
1096:Bahnbetriebswerkvorsteher
513:pins, suspension springs,
449:Check water level gauges
245:
87:Locomotive facilities at
1290:comprised a shedmaster (
1252:Group K: Motor Transport
922:Model of a sanding tower
293:Check oil oiling points
1405:more precise citations.
1312:Verwaltungsangestellten
1262:Kraftwagenbetriebswerke
1033:Lokomotivbetriebsdienst
963:had their own wheelset
863:tube cleaning equipment
650:Large and medium-sized
1306:), the depot workers (
1298:), the running staff (
1237:
1213:
1176:
1116:
987:
943:Engineering facilities
852:
820:
751:
687:
627:
425:Check drainage valves
208:
169:
109:
100:Preparation of engines
91:
1627:Reiners, Jan (2006).
1235:
1211:
1174:
1114:
1040:Lokomotivausbesserung
982:
874:Boiler washout points
850:
818:
746:
678:
625:
617:hardness of the water
493:) and spark arrestor
202:
167:
107:
86:
39:(also abbreviated to
851:Diagram of an ashpit
586:Operating facilities
521:no more than 4 days
504:no more than 4 days
484:no more than 4 days
436:no more than 4 days
428:no more than 4 days
420:no more than 4 days
405:no more than 4 days
383:no more than 4 days
375:no more than 4 days
356:no more than 4 days
344:no more than 4 days
328:no more than 4 days
312:no more than 4 days
304:no more than 4 days
296:no more than 4 days
288:no more than 4 days
280:no more than 4 days
261:no more than 4 days
1516:, pp. 126–139.
1480:, pp. 152–156.
1468:, pp. 149–152.
1444:, pp. 142–148.
1080:Deutsche Reichsbahn
1076:Deutsche Bundesbahn
1054:Maschinelle Anlagen
956:just half an hour.
557:rotary snow ploughs
547:Special duty trains
266:Test service brake
160:Disposal of engines
134:their actual work.
1356:Motive power depot
1302:), the tradesmen (
1275:Ausbesserungswerke
1238:
1214:
1194:Betriebswagenwerke
1177:
1117:
1061:Betriebsstofflager
988:
853:
821:
752:
704:locomotive winches
688:
628:
477:Check ash pan and
285:Grease axle boxes
209:
170:
110:
92:
63:motive power depot
61:, running shed or
1770:Steam locomotives
1702:Tiedtke, Markus.
1693:Tiedtke, Markus.
1684:Tiedtke, Markus.
1556:, pp. 14–18.
1541:Modelleisenbahner
1527:Der Kohlen-Aufzug
1431:
1430:
1423:
1346:Ausbesserungswerk
1308:Betriebsarbeitern
1258:Bahnbetriebswerke
1226:Bahnbetriebswerke
1133:Bahnbetriebswerke
1092:Bahnbetriebswerke
1000:Bahnbetriebswerke
996:Bahnbetriebswerke
969:Bahnbetriebswerke
652:Bahnbetriebswerke
608:Bahnbetriebswerke
553:Bahnbetriebswerke
544:
543:
540:
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16:(Redirected from
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681:Jaworzyna ĹšlÄ…ska
671:Locomotive sheds
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207:on the turntable
186:Betriebsarbeiter
114:steam locomotive
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36:Bahnbetriebswerk
29:Bahnbetriebswerk
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1129:Lokdienstleiter
1125:Dienstvorsteher
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692:Betriebswerk
691:
690:Every large
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637:water cranes
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258:Test brakes
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205:DRG Class 52
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168:A roundhouse
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42:Betriebswerk
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32:
1456:, pp 57–71.
1403:introducing
1304:Handwerkern
1149:Technologen
1139:). Smaller
1016:Work groups
983:Model of a
936:StĂĽtzerbach
777:Kohlebansen
645:water tanks
632:water tower
491:Rauchfänger
212:Washing out
1759:Categories
1564:Literature
1386:references
1367:References
1361:Roundhouse
1011:Management
1004:signal box
953:traversers
696:roundhouse
656:laboratory
571:Facilities
417:equipment
371:valve gear
321:and outer
154:signal box
27:See also:
1282:Personnel
1121:Inspektor
756:sandboxes
700:turntable
660:feedwater
536:180 days
415:feedwater
397:Interval
353:bearings
325:supports
253:Interval
150:turntable
112:Before a
95:Functions
1335:See also
1320:engineer
832:ashpit (
785:sleepers
726:Smaller
664:pH value
481:sprayer
479:smokebox
174:AbrĂĽsten
79:article.
1399:improve
827:Ashpits
698:with a
641:tenders
349:Grease
323:firebox
276:sanders
122:fireman
1719:
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1597:
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1388:, but
1243:Large
965:lathes
770:Every
710:Large
685:Poland
526:Check
517:tender
496:daily
472:daily
467:boiler
465:Check
460:daily
452:daily
444:daily
412:boiler
410:Check
369:Check
364:daily
336:daily
274:Clean
269:daily
146:boiler
1063:) and
511:bogie
1717:ISBN
1671:ISBN
1652:ISBN
1633:ISBN
1614:ISBN
1595:ISBN
1576:ISBN
530:and
394:Job
317:Oil
250:Job
120:and
1270:KBw
1266:KBW
1151:).
836:or
721:wye
643:or
51:or
1761::
1268:,
1070:).
1056:),
1049:),
1042:),
1035:),
1028:),
683:,
619:.
203:A
54:BW
48:Bw
45:,
33:A
1725:.
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1418:(
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1409:(
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20:)
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