39480 - SNCB Class 1 Steam Locomotive (HO Scale)
Class 1 steam locomotive
The Belgian queen with the brawny strength
The crowning glory of the Belgian steam locomotive construction was undoubtedly the mighty Pacific’s of the class 1. Between 1935 and 1938 35 examples were built as 1.001-1.035. Its extremely successful exterior design clearly characterized its beefy power. They were mostly used in front of the heavy express trains on the Ostend - Brussels - Liège - Aachen route and on the steep route from Brussels via Arlon to Luxembourg City with an average speed of 80 or even 100 km / h. With an output of 3,400 PSi, a wheel set load of 22 t and a top speed of 120 km / h, they were also among the leaders in international comparison.
Prototype: Belgian State Railways (SNCB / NMBS) class 1 express steam locomotive. Road number 1.030. The car looks as it did around 1953/54.
Standard built-in smoke generator.
Emergency light can be controlled separately digitally.
The cab lighting can be controlled separately in digital operation.
Fire flickering in the fire box can be controlled digitally.
Model: With digital decoder mfx + and extensive light and sound functions. Controlled high-efficiency propulsion with a flywheel in the boiler. Three axles powered. Traction tires. Locomotive and tender largely made of metal. A smoke generator is built in as standard. The headlights on the locomotive and tender and the built-in smoke generator change over with the direction of travel, will work in conventional operation, and can be controlled digitally. The emergency light on the smoke chamber door can be switched digitally separately. In addition, the driver's cab lighting and the flickering fire in the fire box can be controlled separately digitally. Lighting with maintenance-free warm white and red light-emitting diodes (LED). Adjustable coupling with kinematics between the locomotive and tender. Kinematics-guided close coupling with NEM shaft on the tender. Unrestricted curve mobility of the locomotive in radius 437, 5 mm (radius 2) taking into account the clearance profile. Driving on the radius 360 mm (radius 1) is also possible without considering the clearance profile. Brake hoses, imitation screw coupling and signal holder are included. Length over the buffers approx. 28.4 cm.
A passenger car set to go with it can be found in the Märklin H0 assortment under item number 43546.
You can find a DC version of this model in the Trix H0 assortment under item number 25480.
The Belgian State Railways class 1 express steam locomotive When they hear “Belgian locomotives”, most railway enthusiasts naturally think of the Nohab diesel locomotives - the famous Colorado beetles, or one of the multi-system electric locomotives that sometimes came as far as Germany. Belgian steam locomotives? Yes, of course, after the First World War, a few Prussian locomotives remained in Belgium, including those of the P8, G8 and S9 types. But there were also steam locomotives that were designed and built in Belgium - one of them was class 1, undoubtedly the pinnacle of Belgian steam locomotive construction. But first things first ... since the Belgian State Railways received many relatively new locomotives from Germany after the armistice of 1918, there was initially no need for new locomotives. Together with the 10 series, which was delivered until 1912, these machines met all the requirements of train operations until the 1930s. But the increasing competition from cars and airplanes as well as the increased train weights - especially on the steep route from Brussels to Luxembourg - required an even more powerful locomotive, and so in 1935 - to coincide with the centenary of the Belgian railways - the first locomotive was built Row 1 delivered. As an express locomotive, it was delivered as the Pacific, i.e. with a 2'C1 'wheel arrangement. The driving wheel diameter was 1,980 mm, the impeller diameter at the front 900 mm and at the rear 1,067 mm. The outer frame of the trailing frame, which was necessary because of the large rust and is reminiscent of American locomotives, was characteristic. The engine had 4 cylinders, However, not in the version as a compound engine, which is otherwise widespread in Europe, but all four cylinders were supplied with live steam. This of course had the advantage of high torque, good acceleration and smooth running, and no oversized low-pressure cylinders had to be accommodated. However, this was bought at the price of high steam and coal consumption, so that a very large fire box was required, which was even equipped with two fire doors. When there was a lot of effort, two heaters were even in use at times. Based on the experience from France, a Kylchap suction system with two blowpipes - and thus also two chimneys - was installed, and the flow channels of the steam engine were also optimally worked out thermally. In contrast to the German steam locomotives, the driver of the Belgian locomotives was on the left, so that the control rod was also arranged on the left side of the boiler. The control of the inner cylinder was solved in an interesting way: instead of installing an additional complete one for each inner cylinder, the movement of the slides of the inner engine was derived from the outer engine - recognizable by the levers that are installed in front of the valve boxes of the outer cylinders and control the slides of the inner cylinders. The frame was designed as a bar frame with cross members made of cast steel, the cylinder block was also made of cast steel - more precisely from two cast halves that were screwed together. From the outside, the locomotives were immediately recognizable by the somewhat streamlined front with the smoke chamber door sloping at the upper edge and the large smoke deflectors. The driver's cab, which had been streamlined to match the boiler, and the boiler cladding also looked very modern - most of the lines were not arranged on the boiler, as in German locomotives, but under this cladding. The locomotive looked very elegant and smooth, even though it had no streamlined cladding. Typical for this locomotive was the single headlight, it was, so to speak, a “single headlight”. The locomotives were later converted to dual or even triple headlights. The locomotives were coupled to a large tender that rolled on two two-axle bogies. It held 38 m³ of water and 10, 5 tons of coal - this corresponds roughly to the capacity of the five-axle tender of the German class 05 or 45. However, the locomotives - with 126 tons without tender - were very heavy, and the axle load of up to 24 tons was a record for the time. The machines with an output of 2,500 hp and a top speed of 120 km / h were able to meet all the requirements placed on them and exceeded the performance of the predecessor type of the 10 series by up to 40%, so that by 1938 several Belgian locomotive factories made a total of 35 of these impressive locomotives were delivered. They soon took over all important express train services on the main line between Ostend, Brussels and Liège as well as on the steep routes to Aachen and Luxembourg. But soon the Second World War put an end to and so they were also used in subordinate services. At the beginning of the 1950s - when conditions normalized - the Belgian State Railways also began to procure diesel locomotives on a large scale, above all the 202 series, the famous Nohabs. After a short time, these new locomotives took over the most important express train services on the non-electrified lines; the main line from Ostend to Liège was completely electrified from 1955. So it came about that row 1 was very quickly replaced by lower-ranking services and instead of the large express trains it was also used with domestic passenger coaches such as the typical M2 passenger coaches. The end came very quickly, and by 1962 all locomotives in this series had been taken out of service. Only one survived - the 1st 002 was retained and was even made operational again for the 150th anniversary of the Belgian railways in 1985. But today it is no longer operational at the Chemins de Fer à Vapeur des trois Vallées museum railway in Treignes in the south of Belgium near the French border. Even today we still have the opportunity to look at one of the very unusual locomotives with their special technology - even if we can no longer see them in operation ...
CONTROL UNIT MOBILE STATION MOBILE STATION 2 CENTRAL STATION 1/2 CENTRAL STATION 3/2 *
MOBILE STATION 2 **
Use of smoke
Steam locomotive driving noise
Brakes squeal from
let off some steam
* New possibilities and equipment features of the Central Station 2 (item no. 60213, 60214 or 60215) with the software update 4.2
** New options and features of the Mobile Station 2 (item no. 60657/66955) with the software update 3.55