S 10
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1911
After slight improvements of the first 2x prototypes (S 10 Erfurt
1001 - 1002), the first 10x units of the first regular
production are delivered by the Berlin Mechanical Engineering company (BMAG) in 1911.
These units received road numbers:
- S 10 Erfurt 1003;
- S 10 Breslau 1001 - 1004;
- S 10 Mainz 1001 - 1005.
Here the worst complaints due to poor access to the internal running gear were remedied, because the front of the frame was already being designed as a 100 mm thick bar frame and the running boards were mounted higher above the driving wheels. The view in front had also changed with a lower buffer beam and slanting skirting across the entire width. In contrast to the prototypes, the cylinder block consisting of four equally large cylinders at the same level and including their valve gear housings were now two cast pieces bolted together in the middle. On the two prototype locomotives, three pieces had still been required. All four cylinders were linked to the first driving wheelset, which was designed as an offset axle, which now had a diagonal crank instead of vertical internal crank disks. Yet now the shortcomings of the boiler determined in operation led to an overhaul of the boiler design including controls by the firm Vulcan Stettin Mechanical Engineering, Inc., which had already made its name with other locomotive types by using basic development or improvement work. The permissible boiler pressure was increased from 12 to 14 kilograms per square centimetre, the grate area from 2.60 to 2.72 square meters, and the firebox heating surface from 13.6 to 14.17 square meters. The evaporative heating surface was reduced only slightly (153.09 compared to 154.25 square meters), yet the superheater heating surface increased due to a larger number of boiler tubes from 53.00 to 61.50 square meters. A slightly tapering smoke stack of 420 to 480 mm diameter was now used instead of the usual cylindrical unit previously used in Prussia.
While the first S 10 locomotives were initially coupled to the P 8 tender, the type 2'2'T21,5 (5 metric tons of coal), this was replaced as early as 1911 by the type 2'2'T31,5, which carried 7 metric tons of coal and 31.5 cubic meters of water. This allowed the S 10 to have a range of about 300 kilometers without having to replenish water and coal.
- S 10 Erfurt 1003;
- S 10 Breslau 1001 - 1004;
- S 10 Mainz 1001 - 1005.
Here the worst complaints due to poor access to the internal running gear were remedied, because the front of the frame was already being designed as a 100 mm thick bar frame and the running boards were mounted higher above the driving wheels. The view in front had also changed with a lower buffer beam and slanting skirting across the entire width. In contrast to the prototypes, the cylinder block consisting of four equally large cylinders at the same level and including their valve gear housings were now two cast pieces bolted together in the middle. On the two prototype locomotives, three pieces had still been required. All four cylinders were linked to the first driving wheelset, which was designed as an offset axle, which now had a diagonal crank instead of vertical internal crank disks. Yet now the shortcomings of the boiler determined in operation led to an overhaul of the boiler design including controls by the firm Vulcan Stettin Mechanical Engineering, Inc., which had already made its name with other locomotive types by using basic development or improvement work. The permissible boiler pressure was increased from 12 to 14 kilograms per square centimetre, the grate area from 2.60 to 2.72 square meters, and the firebox heating surface from 13.6 to 14.17 square meters. The evaporative heating surface was reduced only slightly (153.09 compared to 154.25 square meters), yet the superheater heating surface increased due to a larger number of boiler tubes from 53.00 to 61.50 square meters. A slightly tapering smoke stack of 420 to 480 mm diameter was now used instead of the usual cylindrical unit previously used in Prussia.
While the first S 10 locomotives were initially coupled to the P 8 tender, the type 2'2'T21,5 (5 metric tons of coal), this was replaced as early as 1911 by the type 2'2'T31,5, which carried 7 metric tons of coal and 31.5 cubic meters of water. This allowed the S 10 to have a range of about 300 kilometers without having to replenish water and coal.
1912
Between 1912 and 1914, BMAG, Hanomag and Vulcan
Stettin deliver 190x additional units.
On the first units, the steam dome was initially located on the front boiler seam, the round sand dome behind it. They quickly changed places.
With just half of the total roster assigned to base stations, the railroad districts of Erfurt (47 units) and Münster (49 units) developed into strongholds for the S 10 locomotives. The second half were spread upon delivery to the districts of Breslau (10 units), Kassel (10 units), Cologne (4 units), Elberfeld (13 units), Essen (17 units), Halle (11 units), Kattowitz (10 units), Magdeburg (4 units), Mainz (13 units), and Saarbrücken (14 units).
On the first units, the steam dome was initially located on the front boiler seam, the round sand dome behind it. They quickly changed places.
With just half of the total roster assigned to base stations, the railroad districts of Erfurt (47 units) and Münster (49 units) developed into strongholds for the S 10 locomotives. The second half were spread upon delivery to the districts of Breslau (10 units), Kassel (10 units), Cologne (4 units), Elberfeld (13 units), Essen (17 units), Halle (11 units), Kattowitz (10 units), Magdeburg (4 units), Mainz (13 units), and Saarbrücken (14 units).
1918
After the end of World War I and following November 11th, 1918
armistice treaty, 66x units of this series are transferred to
foreign administrations as war reparations:
- 31x locomotives remain in Poland where they are registered as Pk1 1 - 31;
- 16x locomotives go to Belgium where they will later form the Type 60 series;
- 12x locomotives go to France where they will be used by the Alsace and Lorraine railways administration where they are registered as AL 1150 - 1161;
- 6x locomotives are sold by France to Lithuanian Railways at the end of 1919 and are registered as Gr 10 1 - 6;
- 1x locomotive is sold by France to Italian State Railways where it is registered as Class 676.001.
The remaining 134x units will be taken over by the new German Railway Administration where they will be registered as Class 17 001 - 041 & 043-135.
- 31x locomotives remain in Poland where they are registered as Pk1 1 - 31;
- 16x locomotives go to Belgium where they will later form the Type 60 series;
- 12x locomotives go to France where they will be used by the Alsace and Lorraine railways administration where they are registered as AL 1150 - 1161;
- 6x locomotives are sold by France to Lithuanian Railways at the end of 1919 and are registered as Gr 10 1 - 6;
- 1x locomotive is sold by France to Italian State Railways where it is registered as Class 676.001.
The remaining 134x units will be taken over by the new German Railway Administration where they will be registered as Class 17 001 - 041 & 043-135.
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Latest update on the 29th of May 2021 at 17:34
Contributor(s): Tudor C.
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