Pd3
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KPEV Erfurt 37 (Grafenstaden
4550/1894) was a pre-prototype of the S51 Bauart Grafenstaden; it was withdrawn from
use in 1916. Location
and date unknown; source: Die Lokomotive
November 1910 via www.de.wikipedia.org.
Class A18
No. 848
‘Frisching’ of the Reichseisenbahnen in Elsaß-Lothringen; source:
Side drawing of the S51 Bauart Grafenstaden; source: Lokomotiv-Archiv Preußen vol. 1 (see References).
KPEV
Altona 503 (Grafenstaden
5272/1902), location and date unknown. I have no information on the ultimate
fate of this engine. Source: Die Lokomotive
November 1910 via www.de.wikipedia.org.
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In
order to test new design concepts, Prussian state railways KPEV ordered an express locomotive
with four-cylinder compound engine. Such layout, promoted by August von
Borries and Alfred de Glehn, offered good economy
and smooth running, which was particularly important at higher speed. Order
was placed with Grafenstaden,
who had considerable experience from building similar locomotives for French
railways. Prototype (s/n 4550), known as Bauart der Französischen Nordbahn,
or French Northern Railway pattern, was outshopped
in 1894. Designated Berlin 37, then Erfurt 37 and finally Erfurt 501, it
remained in use until 1916 and served as a basis for new class S5 (from 1911
class S51). Class
S51 included two versions. The first one, designed by von Borries
and built by Hanomag,
was known as Bauart Hannover or Bauart von Borries. Prototype (3408/1900) was followed by sixteen
production examples, built between 1902 and 1903. These locomotives retained
the Belpaire-type boiler of the 1894 prototype, but
featured smaller drivers (diameter reduced from 2140 to 1980 mm). It was
planned to introduce Schmidt-type steam superheater
in later examples, but this never saw fruition. Bauart Grafenstaden, designed by de Glehn (hence known also as Bauart de Glehn) also featured Belpaire-type boiler and 1980 mm drivers, but differed in
steam engine design and other details. It was built for KPEV by Grafenstaden
(ten, delivered in 1902) and Henschel (twelve, 1903). Engines built by these two
manufacturers differed in details, such as shape and location of boiler
domes. Moreover, the former company between 1902 and 1904 delivered 50
examples to the railways of then-German Alsace-Lorraine (Reichseisenbahnen
in Elsaß-Lothringen, initially classed A18). Further four were built in
1913, for rather unclear reasons, as the type was then completely obsolete.
Last 34 of these had redesigned boilers with reduced number of flues. This
gives the total of 93 examples, excluding the experimental prototype (which
in fact was later also classed S5). Class S51 was not ordered in
quantity or standardized, as it was promptly followed by improved class S7 of
the same layout. After WWI all locomotives of this type owned by Reichseisenbahnen in Elsaß-Lothringen were handed over to France and remained in use with Chemins de fer d’Alsace et de Lorraine until 1937. Almost all Prussian S51s were withdrawn in early 1920s and thus no ‘new’ DRG designation was assigned to them. The sole exception was Danzig 513 (initially Magdeburg 72, then Magdeburg 501, Henschel 6447/1903) of the Bauart Grafenstaden variant, taken over by PKP and re-designated Pd3-1. This service number was in fact assigned only formally, as the engine was withdrawn before the new designation system came into use in 1926. Not a single S51 has survived until today. Main technical data1)
1) Technical data for Bauart Grafenstaden. References
and acknowledgments
- Lokomotiv-Archiv
Preußen Band 1 by Andreas Wagner, Dieter Bäzold, Rainer Zschech
and Ralph Lüderitz (Bechtermünz
Verlag, 1996); - LP; - http://www.oocities.org/de/rolfwiso
(website by Rolf Wisotzky); |
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