Märklin Z - 8839 - Electric locomotive Series BR 110 of the DB.
With original packaging and booklet.
Running number: 110 226-8.
Grey roof and a black chassis.
Runs faultlessly and switches direction of travel smoothly.
Undamaged and without paintwork issues.
However, both included side windows must be re-glued and installed, please see the photos.
Please see the photos for an accurate impression of this lot.
Electric locomotive Series BR E 10.
The Series BR E 10 has always been overshadowed by the classic Series V 200 and the elegant Series BR 103. Nevertheless, the Series BR E 10 belongs to the most interesting post-war locomotive Series. Not only because you can still see these locomotives - sometimes with more than 50 years of service - running on the German rail network, but also because of the many variants in which they have appeared. For decades, they have formed the backbone for passenger transport in Germany.
Development and deployment.
The Series BR E 10, together with the Series BR E 40, E 41 and E 50 belongs to the so-called Einheitsloks; four locomotives with which the DB wanted to build up a modern electric locomotive stock after the Second World War and that were required had to use as many common components as possible in order to reduce costs.
In order to gain experience with the new technical specifications that might be used in these locomotives. the locomotive factories Henschel, Jung, Krupp, Krauss-Maffei, locomotive factory at Esslingen and the electrical companies AEG, BBC and SWW were commissioned in 1949 to develop prototypes for a new Bo’Bo’ locomotive with a top speed of 125 km/h (later 130 km/h) and with a continuous power of 3300 to 3500 Kw and a maximum axle load of approx. 20 tonnes. After the designs were submitted and were studied, it was decided in 1950 to have four variants built by different manufacturers and with various types of propulsion.
- A low-voltage locomotive from Krauss-Maffei with an Alsthom linked-rod propulsion system.
- A high-voltage locomotive from Krupp/BBC with a disc-drive system.
- A low-voltage locomotive of Henschel/SSW with a Rubber ring spring drive.
- A Henschel/AEG high-voltage locomotive with “Sécheron-Lamellenantrieb” or slat drive.
Because the DB favoured the last variant, it was immediately decided to order 2 pre-series units thereof manufactured - thus five prototypes in total, which would become known as E 10 001, 002, 003, 004 and 005. The locomotives were delivered to the DB in 1952 and 1953 and decommissioned until 1975 to 1978. Locomotive 002 (DB Museum Nürnberg) and locomotive 005 (BEM Nördlingen) have been preserved.
For the serial production of the E 10 - with now a maximum speed of 150 km/h - a mix was made of the techniques used from the prototypes. For example, the Series BR E 10 (like the E 40, E 41 and most E 50) would get a Gummiring Federantrieb and SSW motors that closely resembled those from the 003 and a high voltage transformer as tested in 002, 004 and 005. As far as the appearance was concerned, one partially reverted to the 001 which was the only one of the prototypes equipped with two front windows (instead of three as with the other four locomotives). From the 001, the interior of the driver's cab was also kept, while the layout of the control buttons and levers came from the 002.
In 1954, a first order was given for the construction of 31 Series BR E 10 locomotives, which was quickly increased to 69 units. On 4 December 1956, Krauss-Maffei locomotive Series BR E 10 101 was the first to be handed over to the DB. Until 1969, 379 units of the Series BR E 10 (from 1968 onwards called Series BR 110) would be manufactured. These were - E 10 101 to 264, E 10 271 to 307, E 10 313 to 482, 110 483 and 484, and finally 110 505 to 510.
The locomotives were initially delivered with the steel-blue livery, with some front signals and rounded ventilation grilles with horizontal slats. As from locomotive E 10 216 (in 1960) the installation of double headlights (and a smaller front signal) and new ventilation grilles (first also rounded, later rectangular) with vertical slats began. These innovations were later also partly applied to the previously manufactured locomotives.
From locomotive E 10 288, they were given a completely new appearance with the arrival of the so-called "Bügelfalte". A new body design was characterised by a sharp fold at the fronts, enlarged front windows, extra windows next to the doors, ventilation grilles that seemed to consist of a whole unit and aerodynamically covered buffers and aprons. These buffer coverings and aprons were removed again after 1970 and the single ventilation grilles were also installed. These locomotives are often referred to as Series BR E 10.3 in comparison with the first 'normal' locomotives known as Series BR E 10.1. Technically, however, they are not (much) different from each other. The "missing" numbers in the above row of locomotives can be found in a special side series that was made: the Series BR E 10.12. For the new "Rheingold" and "Rheinpfeil" trains, they wanted to use locomotives that could reach a top speed of 160 km/h. For this purpose, eleven modified E 10 locomotives with a different transmission, new Henschel bogies and an aerodynamic shape were developed. Because these new locomotives for the "Rheingold" trains were not ready in time, an emergency solution had to be found. The ordered, standard E 10 239 to 244 were provisionally fitted with another transmission for the higher speeds. The colour was also adapted to the "Rheingold" beige and blue livery. As locomotives E 10 1239 up to and including 1244 they were deployed in 1962 (with an extra '1' to indicate the higher top speed). After the actual new "Rheingold" locomotives were all finished in 1963 - locomotives E 10 1265 up to and including 1270 - the temporary substitutes were restored to normal E 10 locomotives: the transmission was reduced to a top of max. 150 km/h, they were given an all-blue livery and the numbers were reverted to E 10 239 up to and including 244. The new design of the "Rheingold" locomotives - the already mentioned "Bügelfalte" - was such a success that it was decided to provide all new (standard) E 10-locomotives - from E 10 288 - with this housing. The saga of the "Rheingold" trains was repeated for the "Rheinpfel": as the new locomotives were not ready. Thus the standard locomotives E 10 250 to 254 were temporarily converted for 160 km/h in 1963. They were eventually replaced by the real "Rheinpfeil" locomotives E 10 1308 up to and including 1312, all of which were completed in 1964. In 1968, another twenty of these E 10.12 locomotives were purchased, which came into service as 112 485 to 504. Series BR 112 had already become the new name of the fast E 10.12-locomotives.
In addition to the steel blue (and a lighter blue) liveries, the locomotives were also seen in the subsequent blue and beige, oriental red and traffic red liveries. The E 10.12-locomotives were painted in both the "Rheingold" cobalt blue and beige livery and in the TEE red and beige livery. Also quite unique were the blue locomotive 110 365 that for a while had two white, V-shaped contract surfaces on the front ends, the blue locomotive E 10 477 which had two white stripes on the front ends at the height of the front signals and the blue E 10 384 which had the chassis and roof painted light grey. Other locomotives that were temporarily given a striking look included the 110 487 that in 1996 drove around with colourful stickers in honour of the 25 years of the "Sendung mit der Maus" anniversary, the "Science Express" locomotive 110 329, "KI.KA Live Express"-locomotive 110 321, the purple/white advertising locomotive 110 325 "Ameropa", the exhibition train "Stiebel Eltron" with locomotive 110 243 and finally locomotive 110 511, which in 2005 was given a white body with red lines.*
The E 10/110 locomotives were mainly used for fast passenger trains and express freight trains. One seldom came across these locomotives hauling a real freight train. As from 1970 many of the tasks of the 110/112 series were performed by the Series BR 103, but these locomotives kept playing an important role in the international rail traffic for a long period. From the year 2000, decommissioning of the locomotives was accelerated. Due to problems with new train sets and winter-time problems with the modern Electric locomotives, the DB AG still cannot manage without the services of the remaining locomotives of this series.
- Nombre d’articles
- Locomotive électrique
- Compagnie de chemin de fer
- Numéro de catalogue
- CC - Courant continu
- Proche de l'état neuf
- Dans la boîte d'origine
- BR 110