Author Archives: garygraves

Marklin 88872 Railcar for DB: Repair Notes

Marklin’s 88872 railcar is part of a series of 5 with this design, the original prototype was nicknamed “Flying Hamburger”, but this railcar is called the “Montan Express”.

If you own all five or any one in the series special consideration needs to be applied toward repair and maintenance. Routine replacement of the brushes is accomplished after removing the shell, but before the shell can be removed the specially designed buffer needs to be pulled off. Unlike the BR VT 11.5 Trans Europe Express’s buffers which look very similar the 88872’s buffers pull off, they are spring clipped on a post inside the loco. Note: shell can be removed only after pulling off the buffer.

Marklin designs each loco in the mini-club line-up from the ground up thus each carries certain unique design properties thus this railcar is unlike any other with numerous interesting design characteristics. The E211903 5 pole motor generates the propulsion to one powered truck thereby reducing the worm drive to one, other locos often have two driving front and rear trucks. Note: worm gear spins wheel gearing, motor gear engages with like gear.

LED’s light the unpowered coach and headlamps which feature trailing lights. The shell fits snugly so extra care should be taken when removing or reattaching. A few notes about removing shell include the use of very thin guitar picks to help in safely removing shell. When reattaching shell notice channels on both the chassis and shell ends that allow the two to slide together followed by pressing shell from end to front carefully and securely. Notice channels at end of shell and end of metal chassis.

This is another precision loco in mini-club thus all parts fit together perfectly.

SNCF: Steam Loco Numbering

Marklin has produced several mini-club steam locomotives for SNCF including an “Export Models” and regular production locos: 8108 (Serie 231 – “Nostalgie Istanbul-Orient Express), 88063 (Serie 232 TC – Export Model for France 2003), 88833 (Serie 150 Y – One Time Series 1998), and 88956 (Serie 130 TB).

In 1937 the SNCF was formed thus nationalizing several private rail companies: Est (East) – CF de I’Est, Nord (North) – CF du Nord, Ouest (West) – CF d’Etat, Sud Ouest (South West) – PO-Midi, and Sud Est (South East) – CF PLM. Numbering steam locos of the SNCF follows wheel arrangements followed by class letters and finally road numbers. Wheel arrangements/ axle groupings were interpreted as follows: 4-6-2 was numbered 231. And with tank locos a ‘T’ followed the axle arrangement.

Marklin releases SNCF locos rather infrequently and two of these examples predate the current 5 pole motor, but they can be easily upgraded to 5 pole with appropriate motor type.

Marklin 88833 – SNCF: upgrading to the 5 pole motor

Upgrading locos with original 3 pole motors to 5 pole is up to each of us to decide with consideration for the cost and benefit, some locos improve greatly from the upgrade others less so. Marklin’s magnificent 88833 is one loco that I recommend the 5 pole motor upgrade for improvements to slow throttling, not much difference in sound level between the 3 pole and 5 pole which seems to be more evident in plastic shell locos.

The Marklin 88833 class 150 Y for SNCF was a “One Time Series” from 1998, it’s standard motor was the 3 pole #268850. The 5 pole motor replacement is E211915. Construction of the two motors varies little except for the motor housing which is clear in the 3 pole and opaque black in the 5 pole. Changing out the motors is easy, but you will need a basic knowledge of soldering which factors into this repair.

Note: use the correct size screwdriver for the two screws which are accessed in this repair. Also use care to remove these screws without scratching the heads or stripping the threads: DO NOT OVER-TIGHTEN.

Steps for success:

Carefully remove single screw that holds shell to chassis and set aside.
Notice capacitor wires are soldered to pick-up leads, carefully un-solder these two contacts.
Unscrew motor from chassis.
Carefully slide motor off loco frame.
Notice brass bushing near drive gear on new motor.
Also notice clip on bottom of new motor, this clip will engage with loco frame and help with alignment.
Notice gear on loco that engages with gearing to wheels, this gear’s rod slides into brass bushing on motor and automatically should allow for engagement of the two gears.
Gears may need to be turned slightly for engagement (new motor will slide into place easily).
When the motor is correctly installed with gears turning freely and no gaps between motor housing and loco frame install small screw.
Solder capacitor wires and pick-up contacts on loco frame.
Place very small drop of light synthetic oil to motor bearing.
Test loco on track.
Attach shell!

Swiss Locomotive Numbering System

Some complexity exists with the classification and numbering of Swiss Railway locomotives which is not limited to separate systems in place to classify railcars and locos thus duplicated classifications exist for the two types of motive power. A discussion of Swiss railway classification is in order as a basis to further discuss their numbering system.

Swiss classification includes the use of letters to denote type of loco and motive power. Marklin’s 8850 is one example of a class Ae 6/6 loco with destination signs for “Zurich”. According to the Swiss classification system the capital ‘A’ is given for locos that reach maximum speed of 85 to 110 km/hr. Small case letter ‘e’ is given for electric locos. And 6/6 is Co-Co wheel arrangement. A Swiss railcar has not been produced in ‘Z’ by Marklin, but one such example would be the EMU Bhe 4/6 11 from depot Monte Generoso. ‘B’ stands for 2nd class accomodations, ‘h’ stands for rack fitted, ‘e’ stands for electric powered, with wheel arrangement 4/6 (1B-B1).

Classification prefix letters for locos is as follows: R– max. speed in excess of 110 km/hr A– max. speed 85-110 km/hr B– max speed 70-80 km/hr C– max speed 60-65 km/hr D– max speed 45-55 km/hr E– shunting G– narrow gauge, H– rack fitted, O– open wagon, T– tractor, and X– departmental vehicle

Classification prefix letters for railcars and multi-units: A– 1st class accommodations, B– 2nd class accommodations, D– baggage compartment, S– saloon, Z– postal compartment

Classification suffix letters applied to all motive power: a– battery powered, e– electric powered, em– electro-diesel, h– rack fitted, m– diesel or gas powered, r– restaurant, rot– rotary snowplow, t– self-propelled department vehicle such as crane or snowplow

Note: to differentiate between classes with similar classifications numeals are used for example Re 4/4′, Re 4/4”

Also note: newly classified locos incorporate a three digit number thereby replacing the fractional numbers, but the classification letters are maintained in the new method.

Since 1989 all locos on the SBB Railways produced in that year and subsequent years follow the current numbering system, all locos before 1989 were not renumbered unless a major overhaul occurred with a specific loco. Museum locos maintain their original number. Three sets of numbers are indicated on 1989 to the present locomotives in Switzerland, this system follows this numbering scheme: First digit: 0– steam loco or historic railcar, 1– meter gauge loco, 2– tractor, 3– electric loco with 3 powered axles, 4– electric loco with 4 powered axles, 5– electric railcar, 6– electric loco with 6 powered axles, 7– departmental self-propelled vehicle excluding locos, 8– diesel loco, 9– electric shunting loco. Second digit: 0– express railcars, 1-6– sub class index (bogie electric locos), type of electric loco, number of powered axles of a diesel loco, 7-8– not used, 9– not used generally except for rigid frame electric locos. Third digit: 2-4– two, three, four voltage loco or railcar, 5-8– owned by private railway. Fourth thru Sixth digits are the running numbers followed by the final number which is the ‘computer check digit’.

The computer check digit is used to verify the correct digits were used for classification and numbering. For the Swiss locomotive the last digit is the computer check digit which corresponds to the result of a simple calculation of class and running numbers: multiply each digit of the class and running numbers alternately by 1 and 2, add up the result and subtract from the next larger whole ’10’ number. For example: Swiss class 460 033-4 is verified in the following manner- 4×1, 6×2, 0x1, 0x2, 3×1, 3×2= 4+1+2+0+0+3+6=16. Thus 20-16=4!

Reference material: Swiss Railways, published by Platform 5, written by David Haydock, Peter Fox and Brain Garvin.

Austrian Locomotive Numbering System

The current Austrian locomotive numbering system has been in place since 1985. In brief the numbering for each locomotive can be determined by reviewing 3 charts for each digit followed in some cases by a computer check digit.

1st Digit – Traction Code: 0-steam locos, 1-electric locos, 2- diesel locos, 3- steam railcars, 4- electric multiple unit, 5- diesel multiple unit, 6- driving trailers, 7- intermediate trailers, 8- (NA), 9- tenders

2nd Digit – Origin Code: 0-5- Austrian and German standard, 6-8- pre-DRB, 9- foreign types. For electrics: 0-7- AC, 8- AC/DC, 9- DC. Note: 1 is added to the second digit to represent developments of a type thus a Class 1116 is a further development of Class 1016.

3rd and 4th Digit – Utilization Code: Steam Locomotives – 01-39- passenger tender, 40-59- freight tender, 60-79- passenger tank, 80-96- freight tank, 97- rack fitted, and 98-99- narrow gauge. Diesel Locomotives – 01-19- express over 2000hp, 20-39- heavy freight over 2000hp, 40-59- mixed traffic 1000-2000hp, 60-64- “B” wheel arrangement under 1000hp, 65-69- “C” wheel arrangement under 1000hp, “D” wheel arrangement under 1000hp, 80-89- self propelled snowplough, 90-99- narrow gauge. Electric Locomotives – 01-19- express, 20-39- heavy freight, 40-59- mixed freight, 60-69- shunting loco, 70-89- older types, 90-99- narrow gauge. Railcars – 01-19 express, 20-59- local, 60-79- baggage, 80-89- light railbus, 90-99- narrow gauge.

A Computer Check Digit is used to double check that all digits are correct, this final digit in the locomotive number is not always displayed on the loco. To verify the class and running number digits are multiplied alternately by 2 and 1. The resulting digits are added together and deducted from the next whole 10 number thus revealing the correct “check digit”.

Example: for the OBB electric shunting loco #1063 028 the check number is thus calculated: 1×2, 0x1, 6×2, 3×1, 0x2, 2×1, 8×2= 2+0+1+2+3+0+2+1+6=17. 20-17=3 thus the full number for this OBB loco is 1063 028-3.

My guide to understanding European train classifications is the excellent series under the title European Handbooks. This highly recommended series of books on various European railways is indispensable.

Reference material: Austrian Railways, published by Platform 5, written by Roland Beier and Brian Garvin.

The German Locomotive Numbering System Since 1968

In 1968 Germany computerized their locomotive numbers, they were the first in Europe to do so. A three part numeric numbering system replaced the former system that included a letter to denote the traction type. Current German locomotive numbering follows a three part system: 1. traction type/class type 2. three digit running number 3. computer check digit. Thus for one loco with number 151 036-1 its number translates to 1 (electric traction) 51 (class) 036 (running number) and 1 (computer check digit). Before 1968 this loco would be numbered E51 036 if it existed then.

Traction types are numbered 0-9: 0- Steam loco 1- Electric loco 2- Diesel loco 3- Shunting loco 4- Electric railcar 5- Battery Electric railcar 6- Diesel railcar 7- Diesel railbus 8- Electric railcar trailer 9- Diesel railcar/railbus trailer.

The last digit in the German loco numeric system is the computer check digit, it serves to double check that the other digits can be verified correctly. Thus a rather complicated computation follows: multiply class and running number digits alternately by 1 and 2, resulting digits are added together and their sum deducted from the next whole number. For loco 151 036: 1×1=1, 5×2=1+0, 1×1=1, 0x2=0, 3×1=3, and 6×2=1+2 / 1+1+0+1+0+3+1+2=9 / 10-9=1 thus the 151 036 is identified as an electric loco, and its complete number is 151 036-1.

The German locomotive number is identified on the end of each locomotive and in most cases both ends, and a second identifying number is located on the sides of each loco called the European Vehicle Number (EVN).

Reference material: German Railways – Part 1: Locomotives & Multiple Units of Deutsche Bahn, published by Platform 5, written by Brian Garvin.

Repair Notes: Marklin 88221 OBB BR 1020 Electric Locomotive

Marklin released the exquisite OBB BR 1020 in 1996-1998, this Era IV electric locomotive was delivered with the 3 pole motor 268200. In this post I will go through the step by step process for installing the current 5 pole motor E211906. The new motor also fits all 3 pole German versions of this loco which there are several including the DR 8812, DB 8822, and DB 8824. Featuring an articulated frame this locomotive type has been nicknamed the “German Krokodil” following its likeness to the SBB Be 6/8 with its articulated frame and pronounced design resembling a crocodile. As for the Marklin ‘Z’ versions of this loco each vary only by paint scheme and railway designation. It was only in the past few years that any tooling changes were made with the releases of 88224 and 88226 which feature LED headlamps and hidden catenary screw.

Onward with instructions for installing a new 5 pole motor in this locomotive type, but first does the loco with 3 pole really benefit with the 5 pole upgrade? No necessarily, the original 3 pole motor is a fine and powerful motor powering a loco of some heft, it features metal frame plus metal ends giving the locomotive good weight for pulling a large train. The loco is also so well designed that its original running performance is outstanding even with the 3 pole motor. The 5 pole motor replacement is also expensive with a list price of $109 at Walthers, it is also listed as ‘sold out’ and unavailable, but the one I am installing was recently purchased for $60. Others can probably be had from German dealers. The benefits of the new motor include a much quieter motor and slow idling, but no real increase in pulling power. I would have been happy and content if no 5 pole motor presented itself, in its original delivered condition these are beautiful locos and excellent runners.

If you have a loco of this type with HOS (hardened oil syndrome) please refer to my instructions in the post dedicated to full tear-down and restoration of the 8824. The following instructions are for the quick motor change-out only.

Before you start check to make sure the new motor works and spins in the correct direction. Run motor in both directions for a minute or two to break-in brushes.

Pop off center shell using the thin guitar pick method referred to in other posts, never use a screwdriver as Marklin indicates in their instructions or damage will result to the shell.
Notice circuit board is held tightly onto insulator frame by 4 clips, gently pry circuit board free of clips. Use great care to avoid cracking circuit board!
Circuit board will be loose from the insulator frames at this point, but it is still attached to solder points. Carefully move circuit board out of the way of the screws that secure insulator frames to the main chassis frame. Beware that the wires extending front and back do not damage electric pick-ups for both trucks.
Set aside insulator frames and carefully remove motor, remove any old oil on the frame and install new motor. Apply a small drop of oil to worm drive on each end of new motor.
Notice the difference in appearance between the original 3 pole motor and 5 pole motor: 3 pole capacitor bent backwards/ 5 pole capacitor is bent forward
Special Note: Notice original capacitor is bent backwards hidden under circuit board. The new capacitor is bent in the opposite direction and due to its small size is visible through the opening of the circuit board.
Reassemble and verify motor is aligned and level by running leads to the brushes. If everything spins well, and the motor is quiet the loco shell can be reattached.

Repair Notes: Marklin’s 8829 – SBB Class Ae 6/6 Stadt Basel

If you are lucky enough to find an older Marklin Z loco in ‘new’ condition chances are likely it has HOS (hardened oil syndrome). It is a great day when a collector grade loco released years ago becomes available, but restoring it to running condition is to be expected. The Marklin 8829 electric locomotive has a number of parts and unique properties. Original equipment for the 8829 was the three pole motor 261920 with brushes 8988. The brushes are installed directly mounted to the circuit board and secured by clips, all 3 pole railbuses use the same brushes plus several other locomotives. The 5 pole motor for this loco is the 211901, but finding one could prove quite difficult, Walthers lists it as “sold out” and unavailable. But I don’t think much is gained with the motor upgrade in this case, I just completely cleaned one, and its noise level is quite low with slow idling.

For repair of this style locomotive of which there are several including 8849 and 8850 you will need a little more patience than others due to the increased number of parts under the hood.

Total: 38 chassis and running parts

Oil during assembly very sparingly with a plastic compatible oil for ‘Z’ gauge, I use Labelle 108 which is plastic compatible thin synthetic oil that will not harden.

Trucks of this loco require special care, each incorporates 3 geared wheelsets, 3 gears and 2 pins; most locos use one retaining pin per truck. Steps for assembling the trucks follow these three steps: 1. locate short pins and assemble large gear in truck frame with retaining pin (repeat for 2 large truck gears and 1 short retaining pin) 2. pinch together electrical pick-ups and place geared wheelset for each and 3rd one in middle of truck 3. carefully place coupler and spring in place and attach truck side frame securing it with countersink screw (each truck goes together with a screw on one end after being clipped on the other)

Motor, chassis and circuit board go together similar to all other Marklin z locomotives with one special note: the transmission gearing (there are two) need a little extra pushing into place, the bushings fit more snugly than with other locos, check to make sure all gears move freely with motor before attaching plastic insulator/circuit board frame, do not over tighten this part. Attach circuit board with care to avoid cracking it. At this point the brushes are installed, run a couple of leads to the brushes to double check motor moves freely when powered. Next attach trucks securing them in place with the 2 long retaining pins.

Marklin new 2016 Fall items in Z

Just announced in Marklin’s New Fall Items catalog are coaches, tank cars and a new class 110 loco. And a new Christmas car edition featuring the newly tooled type Eanos gondola. Furthering the heavy weathering releases of the past few years one of the new releases include type funnel-flow tank cars lettered variously for VTG, Wascosa, Ermewa, DHL, and GATX. From the release photos these cars look to be realistically weathered with the oily grime associated with frequently used petroleum tank cars. What’s next in the weathering department at Marklin? Perhaps the next release might be a loco? Also announced is an interesting set of passenger coaches that will be available individually each with its own item number. Featuring Eurofima cars from SNCF, DB and SBB this set is an MHI Release thus a “One Time Series”. Also the just announced MHI Release of a new class 110 electric loco with item number 88412. This class 110.3 loco is Era IV in cobalt blue paint scheme with “pants crease” streamlining on each cab end.

Here is the link to the new catalog:

http://www.maerklin.de/fileadmin/media/produkte/Neuheiten/Maerklin_H-NH2016_EN.pdf

Book Review: Buses, Trolleys & Trams

Buses, Trolleys & Trams thrived for a time in the 20th century throughout cities of the world, today buses are the main mode of transport alongside subway systems in certain cities and monorails too. At one time a rich variety of transport for the people could be seen traveling down the streets of any city each had their day, horse buses supplanted by steam trams supplanted by electric and petrol. By the end of World War II interurbans reached their end of life for many reasons: politics, auto ownership and road construction, and the high cost of maintaining infrastructure. All good things come to their end in the name of progress, but it is fun to think back on other days when very interesting vehicles transported people to work, shopping errands, sightseeing, and otherwise. Can we bring back some of this charm and excitement from yesteryear, at the Seashore Trolley Museum in Maine we can certainly try. Featuring the largest collection of trolleys and buses from around the world the Seashore Trolley Museum is also the oldest of its kind. A destination for some but for all others who visit the great state of Maine consider a stop here before heading up to Acadia National Park. Here you will see the only surviving “Liberty Bell Line” trolley from PA or a double decker trolley from Scotland. And you can ride the trolleys all day with the price of admission.

https://www.trolleymuseum.org

Buses, Trolleys & Trams, The Hamlyn Publishing Group LTD, 1967 is one of the very best anthologies on trolleys, trams and buses written with flair by Chas. S. Dunbar the book is supplemented by beautiful photos and illustrations. It is also an easy to locate book and attractively priced.

Z Trains Weekly

World of Z scale trains!