Prussian S 10
In the class S 10 of the Prussian State Railways all express train locomotives with the wheel arrangement 2'C were combined. There were four series, which were designated with S 10, p. 10 1 (types 1911 and 1914) and S 10 2 .
S 10
| S 10 (Prussia) DR class 17.0–1 |
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| Numbering: | DR 17 001-135 |
| Number: | 202 |
| Manufacturer: | Schwartzkopff |
| Year of construction (s): | 1910-1914 |
| Retirement: | 1954 |
| Type : | 2'C h4 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 20,750 mm |
| Service mass: | 77.2 t |
| Friction mass: | 50.9 t |
| Wheel set mass : | 17.5 t |
| Top speed: | 110 km / h |
| Indexed performance : | 861 kW |
| Driving wheel diameter: | 1,980 mm |
| Impeller diameter front: | 1,000 mm |
| Number of cylinders: | 4th |
| Cylinder diameter: | 430 mm |
| Piston stroke: | 630 mm |
| Boiler overpressure: | 14 bar |
| Grate area: | 2.86 m² |
| Superheater area : | 61.50 m² |
| Evaporation heating surface: | 153.09 m² |
| Tender: | pr 2'2 'T 21.5 / 31.5 |
| Water supply: | 21.5 / 31.5 m³ |
Since the increasing volume of traffic in the first decade of the twentieth century overwhelmed the double-coupled express train locomotives with regard to their tractive power, the Prussian State Railways ordered the S 10 series vehicles with three coupled driving axles from Schwartzkopff . The machine was designed as a further development of the P 8 passenger locomotive. The S 10 had a reinforced P 8 boiler, and the sheet metal frame was also adopted in a modified form. Unlike the P 8, however, the S 10 - inspired by the Sächsische XII H - had a four-cylinder engine with simple steam expansion that acted on the first coupling axle, which was hoped for smoother running.
A total of 202 locomotives were built between 1910 and 1914. The two prototypes were initially designated as the S 8 and only from 1912 as the S 10. The Lübeck-Büchener Eisenbahn also received five similar, but somewhat weaker machines, which were also designated as the S 10 on this line .
Some modifications have been made over time. Ultimately, however, the S 10 proved inferior to the S 10 1 with its four-cylinder compound engine in terms of steam and coal consumption and was one of the most inefficient Prussian locomotives. The S 10 was able to carry an express train of 390 t on the plain at 100 km / h; on a gradient of 10 per thousand, 300 t were still managed at 50 km / h. This made the S 10 not only less economical, but also weaker than the S 10 1 or S 10 2 .
The Deutsche Reichsbahn took over 135 locomotives as class 17.0–1 and gave them the road numbers 17 001–135. Due to their high fuel consumption, they were retired by 1935. Only three copies (17 039, 102 and 107) survived the Second World War as brake locomotives . The last S 10 was retired in 1954.
Six locomotives of this type went to the newly founded Lithuanian State Railways Lietuvos Gelezinkeliai (LG) in 1920 , which they classified as the Gr 10 series with the numbers 1–6 and used until the end of Lithuania's first independence in 1940 and until the Gp series was re-acquired in 1938 was the main express locomotive of the LG.
The 17 008 has been cut open in the German Museum of Technology in Berlin .
The S 10 were with a Tender senders equipped the type pr 2'2 'T pr and 21.5 2'2' T 31.5.
S 10 1 (type 1911)
| S 10 1 type 1911 (Prussia, Alsace-Lorraine) DR class 17.10–11 ÖBB class 617 |
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 S10.1 as Osten 1135 on May 17, 1993 in Potsdam
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| Numbering: | DR 17 1001-1123, 1145-1153 |
| Number: | 152 |
| Manufacturer: | Henschel |
| Year of construction (s): | 1911-1914 |
| Retirement: | 1963 |
| Type : | 2'C h4v |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 21,110 mm |
| Service mass: | 83.1 t |
| Friction mass: | 53.2 t |
| Wheel set mass : | 17.8 t |
| Top speed: | 120 km / h |
| Indexed performance : | 1,044 kW |
| Driving wheel diameter: | 1,980 mm |
| Impeller diameter front: | 1,000 mm |
| Number of cylinders: | 4th |
| Cylinder diameter: | 2 × 400/610 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 15 bar |
| Grate area: | 3.18 m² |
| Superheater area : | 58.50 m² |
| Evaporation heating surface: | 161.22 m² |
| Tender: | pr 2'2 'T 21.5 / 31.5 |
| Water supply: | 21.5 / 31.5 m³ |
During the start of production of the S 10, Henschel commissioned the construction of a four-cylinder compound superheated steam locomotive with the same wheel arrangement. It was hoped that it would reduce the consumption of coal.
This locomotive, designated as type S 10 1 , was not based on the S 10, but had been completely redesigned in the Henschel design office under the direction of Georg Heise . The machine was equipped with a four-cylinder compound engine of the de Glehn design with set back and horizontally positioned external high-pressure cylinders acting on the second coupling axis as well as advanced low-pressure cylinders located in an inclined position on the inside, which drove the cranked first axis. The S 10 1 were larger and more powerful than the S 10 and, thanks to the compound engine, also more economical. With around 1,000 hp on the tender tow hook, the locomotives were more powerful than all other Prussian express locomotives to date.
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Between 1911 and 1914 135 copies were made for Prussia and 17 for Alsace-Lorraine , 5 copies 1101 to 1104 and 1117 of the De Glehn design, 12 copies 1105 to 1116 of the Borries design. After initially not being satisfied with the vehicles, some modifications to the locomotives finally led to the desired success. For weight reasons, it was initially not possible to install feed water preheaters, which were then retrofitted later. Ultimately, the remaining disadvantages, for example the poor accessibility of the internal engine, led to a new development in the form of the 1914 design.
After three locomotives had gone abroad as a reparation charge, the Deutsche Reichsbahn took over the remaining 132 vehicles as class 17.10–11 with the numbers 17 1001–1123 and 17 1145–1153.
Three locomotives that remained with the Austrian Federal Railroad after 1945 were re-designated as 617.1004, 617.1089 and 617.1099 and retired in 1957.
The Deutsche Bundesbahn decommissioned the last locomotives in 1952. The Deutsche Reichsbahn had to rely on these locomotives for a longer period of time and converted 13 of them to use coal dust firing. The vehicle with the road number 17 1119 received a condensation tender. In 1963 the last machines were taken out of operation.
The 17 1055 (formerly Posen 1107, labeled as Osten 1135) was partially restored to its original condition and today belongs to the Dresden Transport Museum .
The S 10 1 were with a Tender senders equipped the type pr 2'2 'T pr and 21.5 2'2' T 31.5.
S 10 1 (type 1914)
| S 10 1 type 1914 (Prussia) DR class 17.11-12 |
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| Numbering: | DR 17 1124-1144, 1154-1209 |
| Number: | 77 |
| Manufacturer: | Henschel |
| Year of construction (s): | 1914ff. |
| Retirement: | 1964 |
| Type : | 2'C h4v |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 17,670 mm |
| Service mass: | 84.2 t |
| Friction mass: | 52.0 t |
| Wheel set mass : | 17.7 t |
| Top speed: | 110 km / h |
| Indexed performance : | over 1,100 kW |
| Driving wheel diameter: | 1,980 mm |
| Impeller diameter front: | 1,000 mm |
| Number of cylinders: | 4th |
| Cylinder diameter: | 2 × 400/610 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 15 bar |
| Grate area: | 2.95 m² |
| Superheater area : | 52.10 m² |
| Evaporation heating surface: | 161.22 m² |
Various disadvantages of the S 10 1 type 1911, z. For example, the poor accessibility of the internal engine and the long steam paths between high and low pressure cylinders prompted the Prussian State Railways to have the construction revised , again under the direction of Georg Heise .
The four cylinders of the redesigned machine were arranged lying in a transverse plane between the running axles , as in the von Borries design, but in contrast to the von Borries design, the two-axis drive according to de Glehn was retained. The low pressure cylinders remained inside. The boiler was also modified; Grate and firebox heating surface as well as the superheater slightly enlarged. Due to the changed arrangement of the cylinders, the circulation could be installed higher, which makes the locomotives look higher and more modern; in fact, however, the height of the center of the boiler above the top of the rails remained unchanged.
Despite the considerable differences, the 1914 type was also designated as the S 10 1 . These locomotives were the most powerful express locomotives in Prussia and remained so because the Prussian State Railroad did not procure any Pacific type locomotives . The locomotive's range of services provided for the transportation of an express train of 450 t on the plain at 100 km / h and a train of 390 t on a gradient of ten per thousand at 50 km / h. A locomotive reached 152 km / h in 1914 during a test run with three cars (according to other information even 156 km / h). The punctual transport of the Henschel-Wegmann train from Berlin to Dresden by the 17 1177 locomotive instead of the defective plan locomotive 61 001 , one of the fastest German steam locomotives, is documented for March 12, 1938 . In the 1930s, the comparatively light machines were also used to transport trains from 500 t to 600 t. However, the possible overloading of the boiler beyond the boiler limit (evaporation capacity) of 57 kg / m²h set by the Reichsbahn, which is associated with these tensile loads, led to premature wear and tear, so that new boilers were still required in the 1930s.
The Deutsche Reichsbahn took over 77 locomotives as class 17.11–12 with the numbers 17 1124–1144 and 1154–1209.
At the DR in the GDR , two locomotives of the 1914 type were fitted with the Wendler coal dust firing system ; the last machine was taken out of service in 1964. Unlike the 1911 type, none of the 1914 type locomotives have survived.
S 10 2
| S 10 2 (Prussia) DR class 17.2 |
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| Numbering: | DR 17 201-296 |
| Number: | 124 |
| Manufacturer: | Vulcan |
| Year of construction (s): | 1914ff. |
| Retirement: | 1948 |
| Type : | 2'C h3 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 21,200 mm |
| Service mass: | 80.9 t |
| Friction mass: | 53.4 t |
| Wheel set mass : | 17.8 t |
| Top speed: | 120 km / h |
| Indexed performance : | 883 kW |
| Driving wheel diameter: | 1,980 mm |
| Impeller diameter front: | 1,000 mm |
| Number of cylinders: | 3 |
| Cylinder diameter: | 500 mm |
| Piston stroke: | 630 mm |
| Boiler overpressure: | 14 bar |
| Grate area: | 2.86 m² |
| Superheater area : | 61.50 m² |
| Evaporation heating surface: | 153.09 m² |
| Tender: | pr 2'2 'T 31.5 |
| Water supply: | 31.5 m³ |
The Stettiner Maschinenbau AG Vulcan built the S 10 2 model based on the S 10 . In contrast to the S 10, this had a three-cylinder engine, but was otherwise largely identical.
The Prussian State Railroad acquired a total of 124 locomotives from 1914, which were superior to the S 10, but not the S 10 1 . The locomotive could move an express train of 400 t on the plain at 100 km / h, on a gradient of 10 per thousand 300 t were still possible at 50 km / h.
After the First World War, 28 machines had to be handed over to railways abroad as reparations . Ten S 10 2 reached France, where they were assigned to the Compagnie des chemins de fer du Nord (NORD). Of the locomotives designated by the SNCF as the 230 E series from 1938, nine were brought back to Germany during the German occupation of France in World War II . The 230 E 4 that remained in France was parked in Amiens in 1950 .
The Deutsche Reichsbahn took over the remaining 96 vehicles as class 17.2 with the road numbers 17,201-296. The remaining locomotives were brought together in north and central German directorates. From 1930 the locomotives were partially replaced by the 03 series.
88 machines survived the Second World War and came to the Deutsche Bundesbahn , where they were retired by 1948.
The S 10 2 were with Tender senders equipped the type pr 2'2 'T 31.5.
Test locomotives
As an experiment, three S 10.2 were equipped with direct current cylinders of the Stumpf type, whereby the outer cylinders worked on the second coupling axle differently than in the series version. Even when they were converted into the normal version, the two-axle drive was retained. One of these machines went to Poland after the First World War; the other two were given the numbers 17 203 and 17 204 by the Reichsbahn.
In 1925 the locomotive with the road number 17 206 received a high-pressure boiler of the Schmidt-Hartmann type with a boiler overpressure of 588.4 N / cm² (60 bar), and the engine was converted to composite effect. However, the extra power of the locomotive called H 17 206 compared to the series version did not justify the high construction costs; the machine was taken back to its normal version in 1929 and taken out of service in 1936.
The vehicles with the road numbers 17 236 and 17 239 received a medium-pressure boiler in 1933 with a boiler overpressure of 245.2 N / cm² (25 bar), and they too were converted to work together. The performance of the converted locomotives reached that of the 03 series , and they were also used together with the 03 series in a roster. After several boiler damage, the boiler pressure had to be reduced to 16 bar to avoid damage. In the 1930s, the two medium-pressure locomotives were dismantled. Both locomotives survived the war and were taken out of service together with the other S 10.2 in 1948.
literature
- Manfred Weisbrod, Dieter Baezold, Horst J. Obermayer: The great type book of German steam locomotives. 2nd Edition. Transpress Verlag, Berlin 1994, ISBN 3-344-70751-5 .
- Wilhelm Reuter: record locomotives. The fastest on the rails. 1848-1950. 2nd Edition. Motorbuch Verlag, Stuttgart 1988, ISBN 3-87943-582-0 .
- Manfred Weisbrod, Hans Müller, Wolfgang Petznick: Dampflokarchiv, Volume 1.transpress VEB Verlag für Verkehrwesen, Berlin 1976, p. 109 ff., P. 128 ff.
- Hansjürgen Wenzel: The Prussian S10 family. EK-Verlag, Freiburg 2011, ISBN 978-3-88255-107-5 .
Web links
- Information on the surviving class 17 locomotive on the "Railway Museum Vehicles" website
- Information on the surviving class 17.10 locomotive on the "Railway Museum Vehicles" website
- 17 218 from the Troisdorf Train Driver School 1961 to the Joachim Schmidt Railway Foundation
Individual evidence
- ^ Herman Gijsbert Hesselink, Norbert Tempel: Railways in the Baltic States . Münster, 1996, ISBN 3-921980-51-8 , p. 67 ff.
- ↑ NS Stoomlokomotieven at condorspoorwegen.nl, accessed on May 4, 2020
- ↑ Les services des lokomotives armistice 1918 in: Ferrovissime No. 96, p. 12 ff.