Märklin H0 - 37197 - Steam locomotive with tender (1) - Steam locomotive Class 17 - DRG

Track H0 - Item No. 37197
Steam locomotive Class 17

role model
Steam locomotive BR 17.0 of the Deutsche Reichsbahn-Gesellschaft (DRG), former Prussian S 10. Museum locomotive of the Museum of Transport and Technology in Berlin. Labeled and executed as 17 008 in the operational state of epoch II around 1932.

Unique series

Highlights

Constructively revised
New drive concept.
Revised locomotive-tender connection.
Open cab with unobstructed visibility.
Driver’s cab lighting digitally switchable.
Reverse signal, digitally switchable.
Fire flicker digitally switchable.
Built-in smoke set
Locomotive driver and fireman figure included.
With a booklet about the history of the locomotive.

model
With digital decoder mfx+ and extensive sound functions. Regulated high-performance drive with flywheel in the boiler. Three driven axles. Traction tires. Locomotive and coal tender mostly made of metal. Smoke unit is installed. Direction-dependent alternating dual-head signal and smoke unit operate conventionally, switchable digitally. Cab lighting, firebox flickering, and backup signal are additionally separately switchable digitally. Lighting with maintenance-free warm white and red LEDs. Short coupling with kinematic between locomotive and tender. At the rear of the tender, a link-driven short coupling with NEM socket. Minimum radius of 360 mm is passable. The piston rod protective tubes are included. Each comes with a driver and fireman figure for retrofitting inside the cab.
A booklet provides information about the history of the locomotive.
Length over buffer approximately 24.0 cm.
5th and final locomotive of the series of five museum locomotives.

large-scale operation
Background: A major shortcoming of the Prussian State Railways at the end of the 19th and beginning of the 20th centuries was their steam locomotive procurement policy, which consistently lagged behind actual requirements. The primary cause of this was the extremely "frugal" Prussian locomotive procurement officer, Privy Councilor Robert Garbe, who, among other things, long considered double-coupled express locomotives to be the gold standard, even when other German state railways had already switched to triple-coupled locomotives. The Prussian S 6 (2’B-h2, later DRG Class 13.10), designed by him and put into service from 1906 onwards, was indeed well-suited for light express train service on the flat lines of the Prussian State Railways thanks to its large 2,100 mm diameter driving wheels, but that was essentially the only positive aspect. Initially, the S 6's low adhesive weight frequently caused starting problems with heavy express trains, which, according to contemporary accounts, "gradually developed into an operational plague." The series also proved no longer truly suitable for operation in hilly and mountainous terrain. Therefore, the railway divisions of Kassel, Elberfeld, Frankfurt, and Erfurt, in particular, increasingly demanded a new triple-coupled express locomotive for their numerous main lines with long gradients. Garbe, however, initially favored his P 8 (2’C-h2, later DRG Class 38.10), built from 1906 onwards, as the express locomotive, even though its driving wheel diameter of only 1,750 mm, combined with its unstable running at speeds above 80 km/h, made it practically unsuitable for fast trains. Furthermore, the first version of the P 8 suffered from a number of persistent teething problems before undergoing a thorough overhaul in 1913. Ultimately, Garbe had to comply with the ministry's directives and begin designing a triple-coupled express locomotive. Initially, Garbe planned to solve the problem to his liking by simply enlarging his P 8 by increasing the diameter of the driving wheels (to 1,980 mm) as well as the boiler and heating surface. Contrary to Garbe's expectations, the ministry was not at all enthusiastic about a two-cylinder locomotive. On the other hand, a compound steam locomotive was out of the question for Garbe, well aware that other railway administrations had had excellent experiences with them. As a compromise, they finally agreed on a 2'C superheated steam locomotive with four cylinders without compound action, which, from a technical point of view, was not the ultimate solution. Ultimately, in 1909, the Berliner Maschinenbau AG (BMAG, formerly Louis Schwartzkopff) received the order for two prototype locomotives of the new 2'Ch4 express locomotive, initially designated S 8. The prototype locomotives: In the spring of 1910, BMAG delivered the first two locomotives (factory numbers 4455 and 4456), which were initially assigned to the Erfurt Railway Division as S 8 801 and 802. Similarities to the P 8 were still unmistakable. For the supposedly better accessibility of the engine components, the frame retained its partly riveted and partly bolted panel construction. The boiler of the P 8 was adopted with an enlarged firebox and firebox, as well as a lengthened boiler barrel. This increased the evaporative heating surface from 143 to 154.3 m². The P 8 also provided the large cab, and one might almost think that the running board also originated from it. However, its "low" design necessitated wheel arches above the first two driving and coupled wheelsets. Soon after its delivery, the S 8 Erfurt 802 was presented to an astonished audience at the Brussels World's Fair, beginning on April 23, 1910. However, the Prussian "economy version" likely led a rather shadowy existence among the exhibited locomotives, as Pacific compound express locomotives (2'C1') had already been operating in Europe for three years. The stars of the exhibition were more likely the Bavarian S 3/6 and three Pacific locomotives from the French railways. Before the exhibition even ended on December 7, the 802 returned to its home region and undertook extensive test runs. Meanwhile, the 801 had also been tested under normal operating conditions. Two redesignations during this period should be mentioned: For a short time, the two locomotives ran as S 10 Erfurt 951 and 952, and subsequently as S 10 Erfurt 1001 and 1002. Overall, the two prototypes met expectations, although the insufficient boiler output and the extremely difficult access to the internal valve gear were drawbacks. The standard versions of the S 10: With slight improvements, BMAG delivered the first series production batch of ten locomotives in 1911 (S 10 Erfurt 1003, Breslau 1001-1004, and Mainz 1001-1005). The most serious complaints regarding the poor accessibility of the internal valve gear had been resolved, as the front part of the frame was already constructed as a 100 mm thick bar frame, and the running board was raised above the driving and coupling wheels. The front view had also changed, featuring a lower buffer beam and a sloping skirt across the entire width. Unlike the prototypes, the cylinder block, with its four equally sized cylinders arranged in a single plane and their valve chests, now consisted of two castings bolted together in the middle. The two pre-production locomotives had required three separate parts. All four cylinders drove the first set of driving wheels, designed as a crank axle, which now featured angled crank arms instead of vertical inner crank blades. However, the shortcomings of the boiler discovered during operation led to a complete redesign of the boiler construction and valve gear by Vulcan Stettiner Maschinenbau AG, a company already renowned for its fundamental development and improvement work on other locomotive types. The permissible boiler pressure was increased from 12 to 14 kg/cm², the grate area from 2.60 to 2.72 m², and the firebox heating surface from 13.6 to 14.17 m². The evaporative heating surface decreased only slightly (153.09 m² compared to 154.25 m²), but the superheater heating surface increased from 53.00 to 61.50 m² due to a greater number of flue tubes. Instead of the cylindrical chimney previously standard in Prussia, a slightly conical chimney with a diameter of 420/480 mm was now used. Between 1912 and 1914, BMAG, Hanomag, and Vulcan delivered a total of 190 units in the aforementioned configuration. Initially, on the first engines, the steam dome was located on the front boiler section, with the round sand dome behind it. However, they soon swapped positions. While the first S 10 locomotives were initially coupled with the P 8 tender of the 2'2'T21.5 type (5 tons of coal), this was replaced as early as 1911 by the 2'2'T31.5 type, which held 7 tons of coal and 31.5 m³ of water. This enabled the S 10 to have a range of approximately 300 km without replenishment of its water and coal supplies. With nearly half of the total fleet based at its home depot, the Erfurt (47 locomotives) and Münster (49) railway divisions became strongholds of the S 10. The remaining half were distributed among the Breslau (10 locomotives), Kassel (10), Cologne (4), Elberfeld (13), Essen (17), Halle (11), Katowice (10), Magdeburg (4), Mainz (13), and Saarbrücken (14) divisions upon delivery. The end of the First World War meant a major loss for the locomotives, as the armistice agreement of November 11, 1918, and the territorial losses, especially in the east, required the surrender of a large number of S 10 locomotives to the victorious powers. Poland retained 31 locomotives (there designated Pk1-1 to 31), and Lithuania retained six (sold by France at the end of 1919, where they were designated Gr10-1 to 6). Italy received one locomotive (also sold by France, there designated FS 676.001), which was then transferred to France in 1925 to the AL (then AL 1162). Belgium secured 16 locomotives (numbered 6002-6013, 6033, 6040, 6041, and 6043), and France ultimately acquired twelve S 10 locomotives. The latter operated from 1920/21 in the Alsace-Lorraine region for the newly founded "Administration des Chemins de Fer d'Alsace et de Lorraine" as AL 1150-1161. Meanwhile, in the German Reich, the Reichseisenbahnen (German State Railways) were established (from June 1921: Deutsche Reichsbahn, from August 1924: Deutsche Reichsbahn-Gesellschaft – DRG). One of the major tasks now was to standardize the diverse and differing designation systems of the state railways. From September 1925, the remaining 134 S 10 locomotives were finally assigned new numbers and henceforth operated as 17 001-041 and 043-135. From the mid-1920s, the main strongholds of the 17.0 series were the Cologne Reichsbahn Directorate (RBD) with approximately 30 locomotives, the Mainz RBD with a fluctuating fleet of 15 to 30 locomotives, and the Münster RBD with around 30 to 50 locomotives. For several years, the two Rhine Valley lines were naturally the primary operating areas for the Cologne and Mainz S 10 locomotives, but the surrounding regions were also used. The Münster directorate locomotives saw spectacular service on the Hamburg-Altona – Bremen – Osnabrück – Cologne line, as well as on the Hanover – Osnabrück – Rheine – Dutch border line. However, neglected maintenance during the war, along with years of overuse and the resulting damage to the engine and cylinders, prevented the S 10 locomotives, which were actually still "young," from reaching a long service life. The multi-part and extremely sensitive crank axle, in particular, proved to be a major weak point. The claim that they were taken out of service due to excessive fuel consumption can be relegated to the realm of myth. The first five locomotives received their scrapping orders as early as 1926, followed by another twelve in 1927. Two more S 10s were scrapped in 1930, but then the decline really began: 28 locomotives in 1931, 25 in 1932, 22 in 1933, and 10 in 1934. The number of remaining S 10 locomotives continued to dwindle slowly over the following years. Some of these locomotives found temporary employment as brake locomotives equipped with Riggenbach counter-pressure brakes at the Grunewald Locomotive Testing Office (LVA). On December 31, 1940, the fleet still included locomotives 17 039, 097, 102, 107, and 120. After the end of World War II, it appears that no S 10 locomotives were ever put back into service in Germany. In the Western Zones, locomotives 17 039 and 102 were decommissioned on September 20, 1948. Within the territory of the East German State Railway (DR), locomotive 17 107 remained stored at the Berlin Railway Division (Rbd Berlin) and was scrapped on February 15, 1951. Locomotive 17 120 was found after the war with the Polish State Railways (PKP), where it was renumbered Pk1-24 and finally retired from service on February 28, 1952. Locomotive 17 097 was captured as war booty and fell into Soviet hands, likely remaining stored on the Lithuanian standard-gauge network, and was decommissioned in February 1951. The 17 008, the only surviving example of the 17.0 series, can be seen today at the German Museum of Technology in Berlin. The 17 008 was delivered on February 3, 1912, by BMAG (Berliner Maschinenbau AG, formerly Schwartzkopff) with factory number 4760 to the Breslau (Wrocław) Railway Division as S 10 1008 Bsl. There, the locomotive, along with nine others, primarily hauled express trains towards Upper Silesia. Around 1924/25, the locomotive, now designated 17 008, was transferred to the Mainz Railway Division, where it served the Mainz depot and was mainly used on the Rhine lines. However, they were gradually replaced by the Bavarian S 3/6 (BR 18.4-5) locomotives, and so, in early summer 1933, locomotive 17 008 also ended up at the Düsseldorf depot's storage yard in the Wuppertal railway division. Respectable performance was no longer to be expected there; its daily routine consisted mainly of short trips "around the church steeple." Like many of its sister locomotives, it soon became redundant and was decommissioned in October 1934. However, it was spared the scrap heap, as the Brandenburg West repair shop restored it as a demonstration piece. Its left side was cut open to better demonstrate how a steam locomotive works. Finally, on March 11th of the centenary year of German railways in 1935, it was given a place of honor in the Berlin Museum of Transport and Construction, located in the former station of the Berlin-Hamburg railway, even mounted on electrically driven running wheels. After World War II, the museum was inaccessible to the public for a long time due to the special circumstances of the railway system in West Berlin. The East German State Railway (DR) also operated the railways in the western sectors of Berlin and denied outsiders any access to the tracks, with the exception, of course, of the stations and their platforms. It wasn't until 1984, with the takeover of the S-Bahn by the West Berlin Senate, that the dormant museum also became West German property. Some time later, the 17 008 locomotive, awakened from its "Sleeping Beauty" slumber, was transported on a low-loader to Neukölln station and then towed on its own wheels along the Ringbahn (Berlin's circular railway) to the Anhalter freight yard. Since October 1987, it has been a feature of the German Museum of Technology (until 1996 the Museum of Transport and Technology) on the grounds of the former Berlin-Anhalterbahnhof depot, where it is also mounted on wheels and ready for demonstration. Thomas Estler

Attention:
Tested, packaged, and delivered from the Märklin factory.
Model cleanup / Collection cleanup.
New - only unpacked for taking photos - never driven.
The model was never touched – no fingerprints whatsoever!

Photos are part of the sale — everything is photographed in detail; the photos are an integral part of the auction and provide a good impression of the items.

Pickup in 8723 Kobenz near Knittelfeld is possible upon arrangement.

Insured shipping paid for via postal services or Hermes.

Private sale - Photos are part of the auction - the sale is made without any warranty, guarantee, or defect liability.