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Märklin 2007 Insider Items.
Following are the new 2007 Insider Items announced by Märklin.
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ToToTrains is not liable for typo's, or any change in price or delivery due to the manufacturers decision(s).
Märklin H0: 39050 Steam Locomotive with a Tender
Prototype: German Federal Railroad (DB) class 05 express locomotive.
The locomotive looks as road no. 05 003 did from 1950 on without streamlining.
The Class 05: Flying High on the Rails. The German airline Lufthansa was started in 1926; a new transportation carrier was established in all of Germany. Five years later powerful, reliable passenger planes were available in the form of the Ju 52, and they were used to serve a growing network of routes. The German State Railroad recognized the coming competition and sought ways to counter it. New concepts such as the "Flying Trains" were developed on designated express routes in close cooperation with the railroad industry. The dominance of steam motive power was not a question; the German State Railroad required a new generation of standard design locomotives for long distance service at speeds of 175 km/h / 109 mph. The physical limits of the classic express steam locomotive had almost been reached with the class 01. The previously available continuous power output was about 2,500 horsepower, and new technology had to be used for higher speeds: Three-cylinder running gear with increased boiler pressure. Large driving wheels with a diameter of 2.30 meters / 90-9/16". A frame with a 4-6-4 wheel arrangement as with the American "Hudson" locomotives. The aerodynamics from airplane construction as a new design element for railroad locomotives and cars. In 1935, Borsig presented two giants that combined modern construction and efficient design: the 05 001 and die 05 002 with completely enclosed streamlining. This was parallel to a similar approach taken by Henschel (class 61). Both units fulfilled the demands made of them in an exemplary manner, and they surpassed the guidelines by a great deal. In 1936, test runs with passengers reached over 200 km/h / 125 mph - a record envied by other state railroads. At that time it might still have seemed possible to surpass the speed of the flying competition. Actually, this turned out to be the magic limit for passenger trains for almost 30 years. The DB's E 03 was the first to question this speed over time, which made today's fast passenger service achievable. Road no. 05 003 that followed was supposedly still more innovative: its cab was located at the front like the prototype of the American "Cab Forward" locomotives. The direct, smoke-free view down the track was supposed to increase safety at high speeds, and the aerodynamics was theoretically smoothed out to a greater extent. Since the boiler now had the smoke box door facing the tender, the fire box up front could no longer be fueled with normal pieces of coal. The solution was coal dust firing with mechanical-pneumatic conveying of the coal dust the entire length of the boiler. In 1937 testing began and the difficulties with this daring design also began. Quality, weather, and the locomotive in operation had an unforeseeable effect on the over 14 meter / 45 foot path of the "fuel". It was almost impossible to guarantee the required rate of fuel entering the fire box and continuous combustion. Right up to the prepared test runs, this locomotive demonstrated that it was not up to the expected peak performance in operation. In 1944, the German State Railroad gave up: Road no. 05 003 was converted to a normal locomotive with anthracite firing and with no streamlining at all. At this time every locomotive was needed; the flagship locomotives served as fast work horses. All three express locomotives survived the war in good condition and were acquired by the German Federal Railroad in 1950. Since there were no new high performance locomotives for long distance passenger service on the horizon, these locomotives were not discarded like other "splinter classes"; they were modernized. In the meantime, all of the streamlined locomotives had had their streamlining removed, because efficient travel speeds were more important then spectacular high speed. The class 05 locomotives were equipped with Witte smoke deflectors and inductive signaling equipment; this meant they were equipped for speeds of 175 km/h / 109 mph. However, the general maximum speed for all trains on the DB was still 130 km/h / 81 mph. In this purely utilitarian form these locomotives showed the belated high point in the development of the standard design locomotives and at the same time the crowning finish. Until 1957 the class 05 locomotives represented the absolute stars in German long distance passenger service only the E 19 could keep up with them. The 05 locomotives weren't vulnerable until the new construction program with the V 200 and the E 10, and the progressive electrification of the route network, and this time the DB showed no mercy. All three were retired in 1958 and were supposed to be scrapped in 1961 and yet one came through. The Nürnberg Transportation Museum showed historical interest in road no. 05 001. The original cladding for streamlining was found almost complete in the repair shops, and this red "suit" still fit. Since then this locomotive has been maintained in operational condition and has its place in the main building of the DB Museum, where it remained preserved from the catastrophic fire of October 17, 2005. Road no. 05 003 with its eventful history also lives on today: as a Märklin model in the scale of 1:87. Even in this size the striking silhouette and the impressive technology gives a powerful and harmonious impressive effect. A timeless and incomparable locomotive, whose exact reproduction as a high-tech model is being produced for the first time for Märklin Insider members.
Typical express trains from the early DB period are made up of "Schürzenwagen" / "Skirted Passenger Cars" such as item nos. 43232, 43242, and 43272.
Suggested Retail Price: $655.00
Märklin Z: 88053 Steam Locomotive with a Condensation Tender
Prototype: Heavy freight locomotive, planned as the German State Railroad
Company (DRG) class 53.0. Study for a prototype by the builder Borsig-Werke
in Berlin, with the addition of a condensation tender from Henschel
in Kassel. Mallet design with high and low pressure cylinders. Version
for long runs, with a boiler water recovery system in the tender.
After a short call for bids, the German State Railroad granted development
contracts in 1943 for one of the last projects, which was already utopian
for its time: a very heavy, fast freight locomotive for operation over
long routes on rough terrain. The design presented by Borsig envisioned
a Mallet design articulated locomotive with 4 cylinders. With an output
of almost 3,000 horsepower and an axle load of under 20 metric tons,
it would have been able to reach a speed of 80 km/h / 50 mph in both
directions and pull a train of 1,700 metric tons over an 8% grade at
20 km/h / 13 mph, even on curves with a radius of 360 meters / 1,181
feet. The Borsig engineers were never able to prove these theoretical
performance data; a working prototype was never built. At the end of
1943 at least the running gear, the frame and boiler were supposed to
have been built for the first unit of this immense locomotive; the large
tender had not been built yet, however. The construction of such a prototype
surely was a lesser priority than the ongoing production of other locomotives.
At this time in Germany, for all practical purposes only the heavy class
42 locomotives and particularly the maneuverable class 52 locomotives
were still being built in considerable quantities. Moreover, the war
damage at Borsig in Berlin was so devastating that regular production
was no longer possible in 1944 just 2 more Borsig locomotives
were finished. The current orders as well as many still usable machines
and material were finally moved for the most part to Henschel in Kassel.
This gave new potential again for the project for the large Mallet locomotive.
Instead of the high-capacity tender planned for the locomotive, the
high demand for water for the four cylinders could also have been covered
by the existing Henschel condensation tender, type 3´2´T16.
The condensation process would also have enabled a synthesis of high
performance and relative economy in this super large locomotive. The
class 53 was never converted into a condensation locomotive; the required
design changes for this secret project have also not been documented.
Additional work and thought was probably finally stopped, when no more
5-axle tenders were available after the delivery of the first series
of the class 52 condensation locomotives was completed. The locomotives
that followed could only be equipped with the type 2´2`T13,5 tender,
and this tender was much too small for the Borsig locomotive. So, it
remained an idea, a second concept for the largest German steam locomotive,
which after a pause in development of 63 years is still being realized
at least in the scale of 1:220.
Suggested Retail Price: $485.00
Märklin 1: 55961 Heavy Tank Locomotive
Prototype: German State Railroad Company (DRG) class 96 steam freight
locomotive. Mallet design with articulated running gear as well as high
and low pressure cylinders. Former Bavarian class Gt 2 x 4/4, first
production run from 1913.
There Once Was a Class 96 ... Three steeply graded routes with grade of 2 to 2.5 percent forced the Bavarian State Railways to purchase extraordinarily powerful steam locomotives at the start of the twentieth century. The boiler had to be made rather large due to the required power output; the axle loads could not exceed 15 metric tons, however. The total mass of around 120 metric tons had to be distributed over eight wheel sets. The Munich locomotive builder J. A. Maffei finished the first of the new Bavarian class Gt 2x4/4 in November of 1913. This locomotive had the road number 5751. In the Twenties, it was given the designation 96 001. This locomotive was equipped with a group of driving wheels with high pressure cylinders and a group of driving wheels with low pressure cylinders, and it produced up to 1,300 horsepower. On a 2 percent grade it was able to haul a train of 800 metric tons at a speed of 20 km/h / 13 mph. A Gt 2x4/4 replaced up to three of the pusher locomotives in use up to then. In 1913 and 1914, Maffei delivered 15 locomotives with the road numbers 5751 to 5765. In 1922, another ten improved locomotives followed with the 5766 to 5775. They appeared in the German State Railroad's numbering scheme as 96 001 to 96 025. These locomotives were always used in service on steep grades. The last 16 units of the class 96 in existence in West Germany were retired in October of 1948 in the Nürnberg District. Two were still in use up to 1949/50 at the Stendal maintenance center.
Suggested Retail Price: $4135.00
Prototype: Pressurized gas tank car, used on the German Federal Railroad
(DB). Privately owned car painted and lettered for the firm Eisenbahn-Verkehrsmittel
GmbH (Eva), Düsseldorf, Germany.
Price: free for Insider Members that have submitted their form in time.
Märklin Z: 80317 Insider Annual Car for 2007
Prototype: Heating oil tank car, used on the German Federal Railroad
One-time series in 2007 for Märklin Insider members.
Price: free for Insider Members that have submitted their form in time.