Pd1
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Class S3 was preceded by S2 with single-expansion
engine. This locomotive (Cöln 357, Hanomag
2453/1892) was withdrawn
before 1925. Postcard from my collection.
An unknown S3,
photographed at the Berlin-Charlottenburg station
on August 11, 1895. Source: www.de.wikipedia.org.
Experimental exhaust system tested on the Magdeburg
237 (Union 1082/1900); location and
date unknown. Source: Lokomotiv-Archiv
Preußen Band 1 (see
References).
Side drawing of the S3. Source: as above.
Two S3s are used for load tests of a new
provisional bridge built by railway troops: Conflans,
France, date unknown – possibly August 1914. Postcard from my collection.
An unknown S3, location unknown, 1902. Photo by
Alfred Kühlewindt,
source: www.commons.wikimedia.org.
An unidentified KPEV
S3, photographed in Thorn (now Toruń, Poland), date
unknown. Postcard from my collection. |
The
most numerous class of Prussian express locomotives appeared in 1893 as a
development of earlier design (classed S2 in 1906), which featured 2-2-0 axle
arrangement and single-expansion steam engine. Its designer, August von
Borries, was a keen advocate of compounds, which offered better economy.
Apart from this modification, Heusinger-type valve
gear replaced obsolescent Allan unit. Boiler was not changed. Prototype was
built by Hanomag
(s/n 2454/1893) and promptly standardized as Musterblatt III-2b. This very
successful and efficient, for its time, express locomotive remained in
production until 1904 and was built for KPEV
by Borsig
(90), Grafenstaden
(76), Hanomag
(215), Henschel
(94), Schichau
(138), Schwartzkopff (185), Union (76) and Vulcan
(153) – 1027 examples in all, only slightly less than all later express
locomotives combined! Further 41 examples were built by seven manufacturers
for Reichseisenbahnen in Elsaß-Lothringen
as classes A15 (six) and A16 (35); one of them, A16 No. 782, was
experimentally fitted with steam superheater and renumbered S4 401. Between
1903 and 1904 Hanomag
built six very similar engines, differing only in minor details, for the Großherzoglich Oldenburgische
Staatseisenbahnen. They were the first express locomotives with these railways and
were used on principal lines between Wilhelmshaven, Oldenburg and Bremen.
This gives the grand total of 1074 examples. Those in the KPEV service
were classed S3 in 1906. Twenty-six S2s, rebuilt with compound engines, were
later also included in this class. S3s were coupled with various three- and
four-axle tenders, with water capacity ranging from 12 to 21.5 cu.m. They could haul a 13-tonne draft at 100 km/h, which
was a good performance for that time. Apart from first experiments with steam
superheating, a few S3s were used for testing several modifications
concerning mainly the boiler. Perhaps the most unusual concept was to fit two
long horizontal tubes that exhausted smoke and steam above the driver’s cab.
These were fitted to Magdeburg 237 (Union 1082/1900). The idea was to
provide better forward view for the crew, but – apart from this manifold
being awkward and ungainly – smoke lifters turned out to serve this purpose
much better. Another engine, Magdeburg 33 (Henschel
4172/1895) was used in experiments with streamlining, although it is doubtful
if maximum speed of 100 km/h justified such measures. Further development of
this class went in two distinct directions. Introduction of four-cylinder
compound steam engine led to class S5, built in several variants, and further
to classes S7 and S9 with rear pony truck, all running on saturated steam.
Encouraging results obtained with steam superheating (even in its first,
rather rudimentary form) led in turn to classes S4 – first locomotive with
superheating built in series – and S6, all featuring the 2-2-0 axle
arrangement; last S6s were built in 1913. Passenger locomotives class P4 were
also derived from S3, with smaller drivers. After WWI this class could hardly be regarded modern,
so while the 1923 DRG renumbering plan included as many as 451
examples, only 27 were actually renumbered two years later (class 130,
service numbers 13 002 through 028 – 13 001 was an S2 fitted with
superheater). All were withdrawn until 1927; service numbers up to
13 022 were later assigned for the second time to Polish Pd4s, captured
in 1939. Locomotives from Oldenburg were classed 1318 and numbered
13 1801 through 1806; they were also written off until 1927. Last serviceable
engines of this type were based in Eastern Prussia. Locomotives from
Alsace-Lorraine were taken over by France and served with the Réseau ferroviaire d'Alsace-Lorraine until 1925. Three S3s went to Latvian railways LDZ
and were numbered An-38, An-45 and An-46 (class An included locomotives with
the 2-2-0 axle arrangement); they were withdrawn between 1930 and 1936. Six
were handed over to Lithuanian railways LG and classed K3, with
service numbers 201 through 206. Polish state railways were a major recipient of
S3s, receiving 89 examples classed Pd1. This class, however, numbered 92
engines, as three (Pd1-87, Pd1-88 and Pd1-3Dz) were in fact S52s,
erroneously classed by KED Bromberg. Of these, as many as 35 were
withdrawn before 1936 and further twelve between 1936 and 1939. In September
1939 Soviet NKPS took over five Pd1s. Thirty-six were captured by
Germans and impressed into DRG. They were renumbered 13 302
through 338 (service number 13 301 had been assigned to ex-Lithuanian
K3 201, which fell into German hands after the annexation of Klaipeda in
May 1939); erroneous designation of Pd1-87 was not corrected. After 1941
three NKPS Pd1s fell into German hands; two were renumbered
13 339 and 13 340 and the third served with Ostbahn.
Two engines, including one erroneously classed S52, arrived in
Hungary with evacuation trains. Later they went to Hungarian railways MÁV
and were classed 201II (service numbers 201,001 and 201,002). At
least two DRG locomotives were written off during the war. After 1945
nineteen Pd1s were returned (including ex-MÁV S52, which
became Pd1-16) and all but one were given new service numbers. Two more
followed in 1949 from Yugoslavia (JDŽ class 104) and eight between
1955 and 1956 from DR – none of these was restored in service. Despite
considerable output, not a single locomotive of this type has been preserved. Main technical data1)
1)
Equivalent to Prussian 4T21,5; also other tenders. 2)
Later production examples. 3)
With the 4T18 tender. References
and acknowledgments
- Lokomotiv-Archiv
Preußen Band 1 by
Andreas Wagner, Dieter Bäzold, Rainer Zschech and Ralph Lüderitz
(Bechtermünz Verlag,
1996); - LP,
TB vol. 1; - Attila Kirchner (private communication); |
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