MÄRKLIN PRODUCT: 39029 Steam locomotive with tender - class 18.3

AN EXTRACT FROM MODEL RAIL WORKSHOP - H0 MÄRKLIN DATABASE

Feel free to copy and use.....

KEY DATA
Product Name	39029 Steam locomotive with tender - class 18.3
Object type	Locomotive-Steam with tender
Product Line	Marklin Special Models
Era	1925-1945 (II)
Manufactured years	2025-2026
Text on object	Deutsche Reichsbahn
Number on object	18 314
Classification	class 18.3
Type of housing	Metal
Length	27,2 cm
Technology	Digital MFX+
Nationality	Germany
Railway company	- Deutsche Reichsbahn 1920-1937
Märklin RRP (Year)	659€ (2025)
Url to Märklin	Klick to GoTo www.maerklin.de

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Description
German State Railroad of the GDR (DR/GDR) express steam locomotive, road number 18 314, with oil firing and a type 2´2´T34 oil tender. Conversion version as the experimental locomotive of the VES-M Halle (Saale). Version with a rebuilt boiler and partial streamlining, based on the steam locomotive, road number 18 314 (former Baden class IV h). Witte smoke deflectors and inductive magnet on one side. The locomotive looks as it did around 1968. Source: www.maerklin.de Class 18.3 Steam Locomotive The Schorsch – a Unique One-of-a-Kind of the German State Railroad (DR). The German State Railroad (DR) of the GDR steam locomotive, road number 18 314, called subsequently the Schorsch, had an unusual, even exceptional life story. Placed into service in 1919 as a Baden class IV h High Stepper it was acquired by the DRG as road number 18 314. After the end of World War II, it was swapped for a class S 3/6 in the Soviet Zone, where the later VES-M Halle urgently needed a fast four-cylinder compound steam locomotive for experimental runs. It was equipped in 1960 for faster running with a reconstruction boiler, partial streamlining, a new cab, and tender as well a green paint scheme. The final touch was its conversion to oil firing in 1967. At the end of 1971 it was put into storage and in 1984 it was sold to West Germany. Since 1986 it has been on permanent loan from the HEF as one of the highlights in the Sinsheim Automobile and Technology Museum. The locomotive has an mfx+ digital decoder and extensive sound functions. It also controlled high-efficiency propulsion with a flywheel, mounted in the boiler. 3 axles powered. Traction tires. The locomotive and tender are constructed mostly of metal. There is a factory-installed smoke unit, speed-dependent dynamic smoke exhaust. The triple headlights change over with the direction of travel, will work in conventional operation, and can be controlled digitally. There are also two digitally controlled red lamps at the front of the locomotive. The cab lighting and the running gear lights can be controlled separately in digital operation. Maintenance-free warm white and red LEDs are used for the lighting. There is a buffer capacitor. There is a close coupling with a guide mechanism between the locomotive and the tender. There is a close coupler with a guide mechanism and an NEM pocket on the tender.Streamlining without a wheel cutout for installation beneath the cab is included for large radius curves or a display case. Piston rod protective sleeves and brake hoses are also included. Road number 18 314 (starting in July 1, 1970: 02 0314) forms a unique one-of-a-kind on the GDRs German State Railroad in the class IV h Baden Pacific express locomotives, which were built from 1918 to 1920 by Maffei in three production runs totaling 20 units being delivered. All 20 locomotives were taken by the DRG as 18 301-303, 18 311-319, and 18 321-328. They were predestined for heavy express train service, primarily on the Rhine Valley Line Basle – Mannheim. Starting in 1933 these locomotives slowly wandered north, and they were based for a short time in Darmstadt, Koblenz, and Hamburg-Altona until they finally all found a new home in Bremen. Up to and including road number 18 326 all the locomotives survived World War II, but they were retired as early as 1948 as a splinter class. Only road numbers 18 316, 319, and 323 remained on the roster for experimental purposes at the BZA Minden / Minden Central Office. Conversely, road number 18 314 went to Max Baumberg – the subsequent leader of the VES-M Halle / Railroad Research and Development Halle – in April of 1948 in exchange for road number 18 434 (S 3/6) still remaining in the East with the subsequent German State Railroad (DR) in the Soviet Zone (starting in 1949 the GDR). After a start in August of 1948 of the completed overhaul at the Stendal Maintenance Facility it was initially sent from Stendal, then starting in April of 1950 it was used by the maintenance facility at Dresden-Altstadt for special train service. Starting in August of 1950 followed a long stay at the Meiningen Maintenance Facility to serve as planned as an experimental locomotive for the Experimental and Development Site Machinery Management in Halle (VES-M Halle). It was equipped with a Riggenbach counterpressure brake for its experimental assignments and was also swapped for a tender from a French North Railroad steam locomotive. Road number 18 314 soon had the nickname Schorsch and spent most of its time at VES-M generating by 1959 an annual performance of between 18,000 and 57,000 km / 11,250 and 35,625 miles. At the end of the Fifties the VES-M needed faster locomotives for testing among other things passenger cars for 160 km/h / 100 mph. Yet locomotives running so fast were not available. Therefore, road number 18 314 now had to be modified to reach higher speeds. Thus, in April of 1960 a conversion was begun as part of a main overhaul at the maintenance facility in Zwickau. It was given a new, modified type 39E combustion chamber boiler, a new cab, and a type 2‘2‘T34 standard design tender. The cylinders and boiler appliances were given streamlining as well as small smoke deflectors specially developed for this locomotive. Last but not least it now gleamed in a green paint scheme with white decorative striping. In December of 1960, a totally redecorated road number 18 314 left the maintenance facility and could now run at a maximum speed of 150 km/h / 94 mph. By 1967, it was reaching an annual performance of up to 76,000 km / 47,500 miles, astounding for a locomotive in experimental work, not surprising however since in the meantime it was also run in planned service in express train service. A last main overhaul starting in September of 1967 also gave this locomotive oil firing, which made it somewhat more efficient. It was regularly under steam for two more years, and then it was used much less. Starting July 1, 1970, it did do several more runs under the computer number 02 0314, but cylinder damage forced its retirement at the end of 1971, and it was taken out of service on August 1, 1972. Initially, it went into the custody of the Dresden Transportation Museum and from there it went on May 25, 1984, to the Association Frankfurt Historic Railroad (HEF). Since 1986 it has been on permanent loan from the HEF as one of the highlights of the Sinsheim Automobile and Technology Museum.

Description

German State Railroad of the GDR (DR/GDR) express steam locomotive, road number 18 314, with oil firing and a type 2´2´T34 oil tender. Conversion version as the experimental locomotive of the VES-M Halle (Saale). Version with a rebuilt boiler and partial streamlining, based on the steam locomotive, road number 18 314 (former Baden class IV h). Witte smoke deflectors and inductive magnet on one side. The locomotive looks as it did around 1968.

Source: www.maerklin.de
 Class 18.3 Steam Locomotive
The Schorsch – a Unique One-of-a-Kind of the German State Railroad (DR).
The German State Railroad (DR) of the GDR steam locomotive, road number 18 314, called subsequently the Schorsch, had an unusual, even exceptional life story. Placed into service in 1919 as a Baden class IV h High Stepper it was acquired by the DRG as road number 18 314. After the end of World War II, it was swapped for a class S 3/6 in the Soviet Zone, where the later VES-M Halle urgently needed a fast four-cylinder compound steam locomotive for experimental runs. It was equipped in 1960 for faster running with a reconstruction boiler, partial streamlining, a new cab, and tender as well a green paint scheme. The final touch was its conversion to oil firing in 1967. At the end of 1971 it was put into storage and in 1984 it was sold to West Germany. Since 1986 it has been on permanent loan from the HEF as one of the highlights in the Sinsheim Automobile and Technology Museum.

The locomotive has an mfx+ digital decoder and extensive sound functions. It also controlled high-efficiency propulsion with a flywheel, mounted in the boiler. 3 axles powered. Traction tires. The locomotive and tender are constructed mostly of metal. There is a factory-installed smoke unit, speed-dependent dynamic smoke exhaust. The triple headlights change over with the direction of travel, will work in conventional operation, and can be controlled digitally. There are also two digitally controlled red lamps at the front of the locomotive. The cab lighting and the running gear lights can be controlled separately in digital operation. Maintenance-free warm white and red LEDs are used for the lighting. There is a buffer capacitor. There is a close coupling with a guide mechanism between the locomotive and the tender. There is a close coupler with a guide mechanism and an NEM pocket on the tender.Streamlining without a wheel cutout for installation beneath the cab is included for large radius curves or a display case. Piston rod protective sleeves and brake hoses are also included.

Road number 18 314 (starting in July 1, 1970: 02 0314) forms a unique one-of-a-kind on the GDRs German State Railroad in the class IV h Baden Pacific express locomotives, which were built from 1918 to 1920 by Maffei in three production runs totaling 20 units being delivered. All 20 locomotives were taken by the DRG as 18 301-303, 18 311-319, and 18 321-328. They were predestined for heavy express train service, primarily on the Rhine Valley Line Basle – Mannheim. Starting in 1933 these locomotives slowly wandered north, and they were based for a short time in Darmstadt, Koblenz, and Hamburg-Altona until they finally all found a new home in Bremen. Up to and including road number 18 326 all the locomotives survived World War II, but they were retired as early as 1948 as a splinter class. Only road numbers 18 316, 319, and 323 remained on the roster for experimental purposes at the BZA Minden / Minden Central Office. Conversely, road number 18 314 went to Max Baumberg – the subsequent leader of the VES-M Halle / Railroad Research and Development Halle – in April of 1948 in exchange for road number 18 434 (S 3/6) still remaining in the East with the subsequent German State Railroad (DR) in the Soviet Zone (starting in 1949 the GDR). After a start in August of 1948 of the completed overhaul at the Stendal Maintenance Facility it was initially sent from Stendal, then starting in April of 1950 it was used by the maintenance facility at Dresden-Altstadt for special train service. Starting in August of 1950 followed a long stay at the Meiningen Maintenance Facility to serve as planned as an experimental locomotive for the Experimental and Development Site Machinery Management in Halle (VES-M Halle). It was equipped with a Riggenbach counterpressure brake for its experimental assignments and was also swapped for a tender from a French North Railroad steam locomotive. Road number 18 314 soon had the nickname Schorsch and spent most of its time at VES-M generating by 1959 an annual performance of between 18,000 and 57,000 km / 11,250 and 35,625 miles. At the end of the Fifties the VES-M needed faster locomotives for testing among other things passenger cars for 160 km/h / 100 mph. Yet locomotives running so fast were not available. Therefore, road number 18 314 now had to be modified to reach higher speeds. Thus, in April of 1960 a conversion was begun as part of a main overhaul at the maintenance facility in Zwickau. It was given a new, modified type 39E combustion chamber boiler, a new cab, and a type 2‘2‘T34 standard design tender. The cylinders and boiler appliances were given streamlining as well as small smoke deflectors specially developed for this locomotive. Last but not least it now gleamed in a green paint scheme with white decorative striping. In December of 1960, a totally redecorated road number 18 314 left the maintenance facility and could now run at a maximum speed of 150 km/h / 94 mph. By 1967, it was reaching an annual performance of up to 76,000 km / 47,500 miles, astounding for a locomotive in experimental work, not surprising however since in the meantime it was also run in planned service in express train service. A last main overhaul starting in September of 1967 also gave this locomotive oil firing, which made it somewhat more efficient. It was regularly under steam for two more years, and then it was used much less. Starting July 1, 1970, it did do several more runs under the computer number 02 0314, but cylinder damage forced its retirement at the end of 1971, and it was taken out of service on August 1, 1972. Initially, it went into the custody of the Dresden Transportation Museum and from there it went on May 25, 1984, to the Association Frankfurt Historic Railroad (HEF). Since 1986 it has been on permanent loan from the HEF as one of the highlights of the Sinsheim Automobile and Technology Museum.

MÄRKLIN PRODUCT: 39029 Steam locomotive with tender - class 18.3

AN EXTRACT FROM MODEL RAIL WORKSHOP - H0 MÄRKLIN DATABASE Feel free to copy and use.....

AN EXTRACT FROM MODEL RAIL WORKSHOP - H0 MÄRKLIN DATABASE

Feel free to copy and use.....