LBE S 10

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S 10 No. 16 of the LBE

In the class S 10 of the Lübeck-Büchener Eisenbahn- Gesellschaft (LBE), as with the Prussian State Railways (KPEV), the express train locomotives with the 2'C wheel arrangement were combined in the variants S 10 (four-cylinder design) and S 10² (three-cylinder design). The engine structure of the LBE locomotives largely corresponded to the corresponding machines of the KPEV, but were somewhat lighter, shorter and more delicate in structure. The total of 15 locomotives that were put into service between 1912 and 1932 were divided into several sub-types or delivery series.

S 10 (1st substructure - deliveries 1912 and 1913/14)

The first 2'C express train locomotives - at the same time also the first superheated steam locomotives of the LBE - were delivered by Henschel & Sohn in 1912 , which traditionally received a number as well as a name, which was dropped from 1917 when the names were reorganized:

  • LBE 80 "Weichsel" - Henschel 11151/1912 - from 1917: LBE 11 (from 1938: DR 17 141)
  • LBE 81 "Oder" - Henschel 11152/1912 - from 1917: LBE 12 (from 1938: DR 17 142)
  • LBE 82 "Elbe" - Henschel 11153/1912 - from 1917: LBE 13 (from 1938: DR 17 143)

In 1913/14 two more locomotives of the same design were delivered:

  • LBE 85 "Weser" - Henschel 12345/1913 - from 1917: LBE 14 - 1924 conversion: three-cylinder locomotive
  • LBE 86 "Rhein" - Henschel 12346/1914 - from 1917: LBE 15 - 1925 conversion: three-cylinder locomotive

The S 10 of the LBE were designed by Henschel based on the Prussian S 10 with four-wheel drive, which was delivered from 1910 : They therefore had a four-cylinder engine with single-stage steam expansion and a Schmidt smoke tube superheater (→ type 2'C h4) and the drive the slide of the internal engine by reversing levers in front of the slide. Because of the weaker superstructure at the LBE, however, they were made a little lighter, for a wheel set load of 16 t. Because of the limited length of the existing turntables, they also had to be shorter. Particularly noteworthy here is the 16-meter turntable in the Hamburg Berlin Bf depot of the Prussian State Railways, which the LBE also used from the opening of the new main station. Both requirements were met by shortening the running gear by 250 mm and the long barrel by 200 mm. As a result, the evaporation heating surface was about 10% smaller than that of the Prussian S 10. The boiler overpressure was 12 bar as with this one.

Not least because of the length limitation caused by the turntable, Henschel developed a special three-axle tender (type 3 T 16) for the locomotive, the supplies of which (16 m³ water, 5 t coal) were completely sufficient for the LBE route network and which also ran technically proven.

On January 1, 1938, the Deutsche Reichsbahn (DR) took over the three machines from the 1912 delivery and assigned them the numbers 17 141 to 17 143. In 1942 they were moved - together with the few remaining Prussian S 10 of the DR - to the Kutno depot of the RBD Posen and coupled with large tenders of the Prussian type 2'2 'T 31.5.

17 142 and 143 remained in Poland after the war and, with the designations Pk1-4 and Pk1-5, were probably in use until the mid-1950s. The 17 141 reached the Magdeburg area, where it was retired by the DR in 1950 .

The two locomotives from the 1913/14 delivery (No. 15 and 16) had already been converted by Henschel to a three-cylinder engine (type 2'C h3) by the LBE in 1924/25 and then referred to as the S 10² (further information: see section on the 2nd Modification variant).

S 10 (2nd substructure - delivery 1919)

At the end of 1918, the LBE ordered two more S 10s, which differed from the locomotives delivered in 1912 and 1913 in that the boiler layer was 100 mm higher, the boiler pressure increased to 14 bar, a larger superheater and the resulting higher weight. Otherwise they matched the first LBE S 10 from 1912 to 1914 and also received the 3-axle LBE tender:

  • LBE 16 - Henschel 16695 / 1919–1925 Conversion: three-cylinder locomotive
  • LBE 17 - Henschel 16696 / 1919–1924 Conversion: three-cylinder locomotive

As a result of incorrect data from a 1926 publication on the LBE locomotives, these locomotives have so far been mistakenly regarded as the LBE's first three-cylinder locomotives.

In fact, the LBE had these two locomotives converted to three-cylinder engines by Henschel in 1924/25 and then ran them as the S 10² (see section on the 1st conversion variant).

S 10² (1st substructure - deliveries 1922/1923 and 1925)

Since the beginning of the 1920s, the LBE has also seen a need for more powerful express train locomotives. She therefore asked the Henschel company for an offer for another 2'C express train locomotive, this time with an alternative four-cylinder and three-cylinder engine. Due to the somewhat lower price and probably also because of the hoped-for savings in maintenance, Henschel received the order to build two machines of the three-cylinder design, which was extended to three locomotives a little later. As with the state railway, the locomotives were referred to as S 10²:

  • LBE 18 - Henschel 19332/1922 (from 1938: DR 17 305) + September 20, 1948
  • LBE 19 - Henschel 19333/1922 (from 1938: DR 17 306) + September 20, 1948
  • LBE 20 - Henschel 19648/1923 (from 1938: DR 17 307) + September 20, 1948

Another locomotive followed in the same design:

  • LBE 21 - Henschel 20471/1925 (from 1938: DR 17 308) + September 20, 1948

The construction of the locomotives represented a combination of the four-train locomotives last delivered to the LBE from 1919 and the Prussian S 10² built until 1916. However, the LBE locomotives already received ex-works boilers with a feed dome and a sheet metal frame reinforced in the front. The total weight of the locomotives increased the coupled wheelset load to 17 t. Because of the still existing length limitation by the small turntable in the Hamburg Berl depot. The undercarriage dimensions and the three-axle tender were largely unchanged from the LBE-S 10.

When they were transferred to the Deutsche Reichsbahn (DR) in 1938, these four locomotives were given the numbers 17 305 to 17 308. Their area of ​​operation remained largely unchanged until the end of the Second World War , but the routes from Lübeck to Mecklenburg and were probably also used with individual trains Drive on Holstein. In 1946/47 17 305 and 17 306 came into operation again in the RBD Münster at the Oldenburg Hbf depot, where the Reichsbahn in the British zone pulled together all available three-cylinder S 10s (i.e. locomotives of BR 17.2 and 17.3) in the British zone due to a lack of suitable passenger locomotives. But as early as September 1948 the last machines of both series were taken out of service.

S 10² (1st conversion variant through conversion from S 10 of the 2nd substructure)

Increasing problems with the cylinder castings of locomotives 16 and 17, built in 1919 under the difficult conditions immediately after the First World War , led the LBE to request an offer from Henschel in 1923 to convert these locomotives to three-cylinder engines. This turned out to be such that the LBE commissioned the conversion of locomotive 17, which at the time was already being repaired at the Henschel works in Kassel.

The front part of the frame, which was designed as a bar frame and carried the cylinder group, was replaced. For the necessary conversion of the drive and coupled wheel sets from four to three-cylinder drive, a cost-effective way was chosen, in that only the bolster axle was exchanged and the wheel spiders received an adapted mass balance with additional counterweights. As offered by Henschel, the boiler equipment was modernized during the renovation by installing a feed dome (at the location of the steam dome on the first boiler section), moving the steam dome to the rear (on the second boiler section) and equipping it with a preheater and piston feed pump. The coupling wheel set pressure increased as a result of the expanded equipment and a different undercarriage set-up to up to 18 t.

Locomotive 17 was delivered again as a three-cylinder locomotive at the end of May 1924, only 2 months after the conversion order was placed. The conversion has evidently proven so successful that the optionally planned conversions of locomotive 16 and locomotives 14 and 15 delivered in 1913/14 were immediately commissioned. Locomotive 16 came back from Kassel in the spring of 1925 and then corresponded to its sister locomotive again:

  • LBE 16 - Henschel 16695/1919 - conversion 1925 (from 1938: DR 17 303), retired June 11, 1948
  • LBE 17 - Henschel 16696/1919 - reconstruction 1924 (from 1938: DR 17 304), retired June 11, 1948

Both machines were taken over by the Deutsche Reichsbahn (DR) together with the LBE in 1938 and, after being shut down at the end of the war, were used again from the Oldenburg main station in 1946/47.

S 10² (2nd conversion variant by converting from S 10 of the 1st substructure)

The request for conversion to a three-cylinder locomotive also included locomotives no. 14 and 15 delivered in 1913/14. The conversion of both locomotives began in 1924 and was completed in 1925. As a result, these machines were a little more delicate than the locomotives 16 and 17 due to the unchanged low boiler position, also with these machines, the equipment of the locomotives was again largely identical after completion of the conversion:

  • LBE 14 - Henschel 12345/1913 - conversion 1925 (from 1938: DR 17 301), retired September 20, 1948
  • LBE 15 - Henschel 12346/1914 - conversion 1925 (from 1938: DR 17 302), retired September 20, 1948

Both locomotives were taken over by the Reichsbahn in 1938 and were in working order at the end of the war; but only 17 302 was used again briefly at the Oldenburg Hbf depot.

S 10² (2nd substructure - deliveries in 1926 and 1928)

As early as 1926, it was necessary to purchase another locomotive for the LBE:

  • LBE 22 - Henschel 20658/1926 (from 1938: DR 17 309), retired September 20, 1948

In order to adapt the performance of the S 10² to the increasing tensile loads, it was given a long boiler that was 200 mm longer and accordingly more powerful. Further innovations were the case buffers and the electrical lighting, which also included engine lighting. The heavier boiler and the expanded equipment resulted in an increase in the axle load to 18 t.

Another locomotive with the same technical equipment followed in 1928:

  • LBE 23 - Henschel 21020/1928 (from 1938: DR 17 310), retired September 20, 1948

As a further innovation, this locomotive was equipped with smoke deflectors. Based on the example of the shape found on locomotive no. 23, all previously delivered LBE S 10 and S 10² were retrofitted with smoke deflectors up to 1930/31.

The DR took over both locomotives in 1938 and, like the other 17.3, used them on the former LBE network and around Lübeck until spring 1945. At the beginning of 1946, they were also reactivated for use on the Oldenburg - Wilhelmshaven, Oldenburg - Osnabrück and Bremen - Leer routes, but were withdrawn again in 1947 and taken out of service in 1948 together with all the other 17.2 and 17.3.

S 10² (3rd substructure - deliveries 1931 and 1932)

Despite the stagnating traffic during the economic crisis, the LBE had to procure replacements for its S 5² (2'B n2v) which were retired or ready for retirement in 1931. Two more S 10² were ordered for 1931 and 1932:

  • LBE 24 - Henschel 21997/1931 (from 1938: DR 17 311), retired September 20, 1948
  • LBE 25 - Henschel 22146/1932 (from 1938: DR 17 312), retired September 20, 1948

Once again, Henschel developed the design further. In contrast to all other locomotives of the class S 10² of the LBE as well as the Reichsbahn, these two locomotives received a newly developed control of the internal engine, which now received its own drive located outside on the heater side. This further development replaced the indirect transmission of the inner slide movement derived from the outer slide cross heads, which, due to the many joints, had quickly led to an inaccurate steam distribution on the central cylinder. Upon delivery, both locomotives were initially equipped with an exhaust steam jet pump, but this was quickly replaced by the standard preheater system with a piston feed pump. Locomotive 25 finally received Ackermann safety valves instead of the Ramsbottom safety valve that had been common up until then.

During the transition to the Deutsche Reichsbahn (DR), the last two LBE S 10²s also came to the DR. After being shut down at the end of the war, both were used again from the beginning of 1946 at the Oldenburg depot. But they too were - only about 15 years after their commissioning - shut down by the end of 1947 at the latest and retired in 1948.

literature

  • W. Hubert: The locomotives of the Lübeck-Büchener Railway. LBE-Druck, Lübeck 1926.
  • Merkbuch for the vehicles of the Reichsbahn 939a, supplement 2, valid from January 1st, 1940: Locomotives and tenders of the Lübeck-Büchener railway company. Reichsbahn Central Office, Berlin 1940.
  • Manfred Weisbrod, Dieter Baezold, Horst J. Obermayer: The great type book of German locomotives. Transpress Verlag, Berlin 1994, ISBN 3-344-70751-5 .
  • Hansjürgen Wenzel: The Prussian S10 family; The series 17.0, 17.2 and 17.10. EK-Verlag, Freiburg 2011, ISBN 978-3-88255-107-5 .