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Märklin H0 - 37753 - Electric locomotive - No Reserve - Three piece electric locomotive with rod drive series Dm3 - Zweedse Staatsspoorwegen (SJ)

Heavy ore locomotive as a 3-piece electric locomotive with rod drive, series Dm3 of the Swedish State Railways (SJ).
With original packaging and booklet
Company numbers 1201+1231+1202.

Prototype: Swedish State Railways (SJ) class Dm3 heavy ore locomotive as a 3-piece rod-driven electric locomotive.
Deployed on the Lulea - Kiruna - Narvik mining railway. Series 1200, with the company numbers 1201+1231+1202.
Brown base colour, large front signals, cab doors in old position, large snow plow (Norrlands plow) and SAB wheelset with rubber suspension.
Operating condition ca. 1970.

Highlights
Completely new construction of the 3-piece ore locomotive Dm3.
Highly detailed metal finish.
mfx decoder with extensive sound and light functions.
2 high-efficiency drives with flywheel, each 1 motor in each locomotive unit with cab.
Cab lighting and engine room lighting can be controlled separately digitally.
Matching ore car set 46370 and 46371 with different car numbers for ore trains of prototypical length.

With mfx digital decoder and extensive sound functions.
2 controlled high-efficiency drives with flywheel, each 1 motor in each locomotive unit with cabin.
All 4 drive axles in each locomotive unit with cab powered.
Anti-slip tires.
Two-point headlights change with the direction of travel and a red marker light in traditional operation, can be controlled digitally.

Additional third lamp above digitally switchable.
Engine room lighting and cabin lighting in cabin 1 and 2 can each be controlled digitally separately.
Additional marker lamp can be controlled digitally.
Lighting with low-maintenance warm white and red LEDs.
Highly detailed metal construction with many separately mounted parts.

Detailed roof equipment with large fan attachments and compressed air reservoirs.
All 3 locomotive units permanently coupled to each other.
Close coupling mechanism between the individual locomotive units.
Markers for the front of the locomotive are supplied separately.
Length over buffers 40.7 cm.

The ore cars to go with them are available in two sets, each with 6 cars and different car numbers, in the Märklin H0 assortment under item numbers 46370 and 46371.

Digital functions from CONTROL UNIT to CENTRAL STATION 3/2* MOBILE STATION 2**
front signal
Light function
Driving noise eloc
Typhoon
Direct Control
Light function 1
Cab lighting
shunting whistle
Cab lighting
Light function 2
Squeal of brakes off
Pairing Sound
Fan
air press
Panto sound

The whole has been tested for functions
No breakage or paint damage
See photos for a nice impression

Big business
The Luleå – Gällivare – Kiruna – Narvik mining railway In the vicinity of the northern Swedish towns of Gällivare and Kiruna, iron ore has been mined since the mid-18th century, which is in high demand worldwide due to its high iron content. From 1860 onwards, the mining companies started looking for new, efficient ways to transport the ore to the ports of Luleå in Sweden and Narvik in Norway. Although the train seemed to be the most suitable means of transport, it entailed high investments. Nevertheless, in 1888 the 202 km long Gällivare – Luleå route was put into operation. Several companies involved in the construction of the railway had gone bankrupt in the meantime, so the state intervened. On October 24, 1890, the state-owned company Luossavaara Kirunavaara Aktiebolag (LKAB) was founded, which took charge of both the already completed and the yet to be built mining railway. In 1899 the route was extended from Gällivare to Kiruna. However, due to the long transport route to Luleå and the freezing of the harbor in winter, this was not a satisfactory solution in the long run. On September 26, 1902, the time had come: the last rails were laid under the roar of cannon shots and there was extensive partying. The now 269 km long route from Gällivare to Narvik led through inhospitable, even almost life-threatening area. A particular challenge was the stretch from Riksgränsen on the back of the Caledonian mountain range to Narvik on the Ofotfjord. Here, a height difference of 520 m had to be overcome on a steep slope with a 40 km long section. The first ore train from Gällivare to Narvik was dispatched on November 13, 1902. Finally, on November 24, 1902, the Norwegian and Swedish State Railways started a fixed timetable of three ore trains per day. The official opening by the Swedish King Oscar II did not take place until July 14, 1903. The mining railway now unites even more superlatives. It runs from Luleå in Sweden on the Gulf of Bothnia in a northwesterly direction to the Arctic Circle mining area of Gällivare and Kiruna and on to the Norwegian port of Narvik. It is the most northerly section that is connected to the rest of the Western European rail network. In addition, Narvik station, at latitude 68°26' north, is the northernmost passenger station in Western Europe. As early as 1911, increased rail traffic required electrification of the Swedish section of the line. The Norwegian State Railways followed ten years later, and from 1922 onwards, the 1,900-ton ore trains were able to be pulled over the entire route by electric locomotives. The Second World War caused great destruction with the bitter battle for Marvik, but after the war the reconstruction started immediately. With the conversion of loading facilities, new ore cars and more powerful locomotives, the era of the Dm3 series rod-drive electric locomotives began at the end of the 1960s. This involved three close-coupled, electrically connected locomotives. Each of the three parts had four coupled drive shafts. With a total power of 7,200 kW and a total length of 35.25 m, they could pull ore trains of 5,400 tons. In 1996, the LKAB took over the handling of the ore transport and the operating assets. In addition to putting new ore cars into service, they purchased nine twelve-axle double locomotives (IORE) from Atranz, which were used one by one from the end of 2000. With a power of 10,800 kW, a total weight of 360 tons and a length of 45.8, the IORE far exceeds the Dm3 used until then. The nine locomotives now transport ore trains with an impressive hauled gross tonnage of 7,800 tons. In addition, eight more IORE twin locomotives have been ordered, the last of which will be delivered from May 2013. This then means the final goodbye for the former rulers of the mining railway; the three-part electric locomotives with rod drive of the series Dm3.

No. of items 1
Type Electric locomotive
Brand Märklin
Railroad company Zweedse Staatsspoorwegen (SJ)
Scale H0
Catalogue Number 37753
Power supply AC - Alternating current
Control Digital MFX, Sound
Condition Mint
Packaging In original box
Additional information No Reserve - Three piece electric locomotive with rod drive series Dm3
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