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==Service==The DRG Class 64 was a standard passenger train tank engine with a wheel arrangement of 1'C1' ([[UIC classification]]) or 2-6-2 ([[File:064_305_BH_Yard_2Whyte notation]]).jpg|thumb|200px|right|64 305 This locomotive was built by the German firm of Krupp in Bridgnorth Yard in 1975]]1934 for the German state railway Deutsche Reichsbahn-Gesellschaft (DRG).

DRG 64 305 Its first allocation in 1934 was briefly resident to Köln at Geldern shed for use on local passenger services. In March 1943 it transferred to Nürnberg at Würzburg shed, initially on passenger work and later on freight. At the end of World War Two it came under the “Deutsches Bundesbahn” (DB) West Germany State Railway under which in 1950 it received its first major overhaul since 1938. It was then allocated to Aschaffenburg, Bavaria working services to Darmstadt, Frankfurt, Gemunden and latterly Miltenburg. It transferred to Weiden shed, also in Bavaria, and its final months were spent on works trains at Weiden depot, also in Bavaria, last working on 18 March 1974<ref>SVR between 1975 and 1977Stock Book Fifth Edition</ref><ref>[https://davesrailphots.weebly.com/64-305.html David S. Harrison] (Retrieved 9 February 2020)</ref>.

This locomotive ==Preservation==Number 305 was built purchased for use on the SVR by the German firm ‘German 064 Klasse Fund’ on 27 May 1974 at a cost of Krupp in 1934 £2,724. In September 1974 the loco was moved from Weiden depot near the Czech border to Stolberg for storage until the funds for the German state railway Deutsche Reichsbahn-Gesellschaft (DRG)purchase price and transport costs could be raised. <ref name=SVR36>SVR News 36</ref> The DRG Class 64 was purchasing group confirmed that some modifications would be required including fitting of a standard passenger train tank engine with vacuum brake in addition to the existing air brake. They had also been made aware of a wheel arrangement recent Department of 1'C1' the Environment ([[UIC classification]]) or 2-6-2 ([[Whyte notation]]DoE)requirement for the locomotive to be "superimposed" passing under bridges and through platforms at 5 m.p.h. and maximum line speed to demonstrate clearances, and had written to Germany for help on this matter. <ref>SVR News 34</ref>

Number 305 was purchased for use on On 8 February 1975 a party from the SVR numbering around 25 visited Stolberg to inspect the loco.<ref>SVR News 35</ref> In spring 1975 a [[:Category:SVR fundraising lotteries|raffle organised by the ‘German 064 Klasse Fund’ in September 1974, and moved from Weiden depot near SVRA Wolverhampton Branch]] helped raise funds for the Czech border to Stolberg[[List of preservation groups|German Tank Fund]]. In <ref>SVR News 39</ref> On Thursday 26 June 1975 a the locomotive was hauled by rail from Stolberg to Raeren in Belgium, the move through West Germany being steam hauled by 052 928-9. The following day the journey continued to Zeebrugge took place, with . On Monday 30 June the locomotive being was loaded on the rail ferry and shipped by sea to Harwichwhere it was transferred into a siding. The locomotive finally arrived at the SVR several weeks later left Harwich by road on 16 15 July 1975, after a delay in finding a suitable road route for the final part of the journey. The journey to Bridgnorth was completed on 16 July 1975 after an overnight stop.<ref name=SVR36/>

By autumn of 1975 305 had been successfully steamed on 4 occasions but with moves confined to Bridgnorth yard.<ref>SVR News 37</ref> The locomotive was steamed later in 1975, and subsequently recorded 5 miles of travel. This is , believed to have been a return trip from [[Bridgnorth]] to [[Eardington]], of which three photographs are shown below.It transpired that the measurements of the locomotive that had been provided prior to purchase were incorrect, and also that the Severn Valley Railway had not been built to standard GWR gauge as had been assumed Significant modifications to track alignment and platform clearances would have been necessary throughout the line, or major changes would have been required to the locomotive’s profile, notably cutting back the tank and cab sides and lowering the cab roof. A kinematic envelope of the locomotive’s profile against all structures down the line would then have to be produced before DoE permission could be obtained for the locomotive to enter service. The Fund’s shareholders therefore decided to sell the locomotive, so in 1977 the locomotive found a new home on the Nene Valley Railway which had been modified to cope with locomotives built to continental loading gauge.<ref>SVR News 45</ref>

It soon transpired that the measurements Restoration of the locomotive that had been provided prior to purchase were incorrect, and also that was subsequently completed at the Severn Nene Valley Railway had not been built to standard GWR gauge as had been assumed. Significant modifications to the locomotive’s profile and to platform clearances would have been required before , after which it could enter saw regular service, so in 1977 the locomotive found a new home on the Nene Valley Railwayline and featured in several films. It was taken out of traffic in 1987, the only UK heritage railway built to continental loading gaugefollowing which its air pump was used by Flying Scotsman during that locomotive’s tour of Australia in 1989-90. 305 is now stored at Wansford awaiting overhaul<ref>[https://davesrailphots.weebly.com/64-305.html David Harrison]</ref>.