Epoch III. Steam locomotive, BR 78 468, black, LokSound, double smoke generator, shunting coupling, DC/AC. 

You can certainly see in the photos that the T18 (BR78.0-5) looks beautiful and has different lanterns, feed pumps, cable routing, cab roofs and coal boxes depending on the era. What you may not immediately notice in the pictures is the cylinder steam, a new function for ESU steam locomotives. In the model, this occurred when condensate was blown out. Since cylinder steam does not flow out in every driving situation even with the original, our H0 model also behaves accordingly. Of course, you can set this function according to your wishes, as you are used to with ESU. Incidentally, the smoke visible in the photo did not have to be enhanced using an image editing program. Even though some DB machines were equipped with push-pull train control, the majority of locomotives were always in front of the train, which made it necessary to move the locomotive at the destination station. That's why we also supply our models with digitally remote-controlled clutches. These work with the ESU universal coupling 41000, but also with the Märklin ® short coupling and commercially available bracket couplings. As you know from other ESU traction vehicles, many prototypical lighting functions can be switched. So you typically maneuver with just a single headlamp at both ends. In the dark, the chassis and cab lighting support the H0 personnel at work. Deep inside the metal frame, the powerful bell-armature motor works with a flywheel and, tamed by the LokSound 5 decoder, ensures smooth driving characteristics and prototypical pulling power. By removing or attaching the wiper and pressing a switch in the locomotive floor, you can switch between two- and center-conductor operation.

The T18, developed at the Vulcan locomotive factory in Stettin, is based on the request of several Prussian railway departments for a tank locomotive that should be able to reach at least 90 km/h forwards and backwards. The T18, built in 462 units by various manufacturers between 1912 and 1927, is considered the most successful state railway passenger train tender locomotive and was used by the Deutsche Reichsbahn DR until 1972 and by the Deutsche Bundesbahn DB even until 1974. The symmetrical chassis enabled equally good driving characteristics in both directions; the boiler, which essentially came from the G8, had already proven its suitability at the start of production of the T18. With an output of 1,140 hp and a top speed of 90 km/h, increased to 100 km/h from the eleventh machine delivered, the locomotives were also used on light express trains. Shortly after the Second World War, the German Federal Railroad (DB) resumed testing with pushed trains (pull trains) in order to shorten the turning times of local trains. To this end, several of the 424 locomotives remaining at the DB were equipped with indirect push-pull train control from Hagenuk. While the train was being pushed, the locomotive driver sat in the control car and transmitted the driving commands via a command device to the stoker on the locomotive, who operated the controller. As soon as the locomotive driver initiated braking, the controller was automatically closed using compressed air from the control car. Later, the push-pull train control was removed from most 78.0-5s and the locomotives were used again in light passenger and freight train service. The DB brought its Prussians together in Baden-Württemberg in the early 1970s. After the Second World War, the GDR's Deutsche Reichsbahn was able to rely on 53 class 78 locomotives. In order to improve the locomotive driver's view, some machines at the Stralsund depot were equipped with small smoke deflectors.