Class 160 / 54 (Locobase 11213)

Data from [], last accessed 16 April 2010.

[] shows that the works numbers were

1909

Wiener Neustadt 4908-4912

1910

Wiener Neustadt 5002-5022, BMMF 362-381.

Karl Golsdorf reviewed the designs of the 60.01 and 60.500 class and concluded that it needed a better superheater than the Clench- Golsdorf steam dryer he had installed. So he ordered these Schmidt-superheater variants that dispensed with the two-steam-dome design that so many Austrian classes had borne.

Unlike many of the other Austrian Mogul classes, all of the 160s were distributed to other national railways. The lion's share went to Poland. The PKP classed their 42 engines as Ti16. Two were taken into Italy as FS 605.001-FS 605.002. Some of the Polish engines were later reclassed by the Third Reich's DRG as 54 051-54 071.

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Class 199 (Locobase 7792)

Data from [], accessed 26 August 2006.

Locobase 1217 shows the earlier Class 99 engines that served the localbahns in around Vienna. This later class is a repeat of the 99 design, but with larger tanks and more bunkerage. These engines served the Bozen-Meran and Krems-Mauthausen lines as well as the Aspangbahn segment of the grandly planned (but scarcely executed) Vienna-Saloniki railway.

Obviously quite useful, 9 of the 199s lasted until the 1950s

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Class 37 / 560 (Locobase 4678)

Data from [], accessed 26 August 2006.

The StEg produced three subclasses of Moguls, two of which were simple-expansion, one of which worked compound (see Locobase 7793). The simple-expansion pair differed only in small details. The first 21 were as shown in the specs, 22-34 -- delivered in 1906 -- had two fewer fire tubes and a corresponding loss in heating surface to 171.7 sq m. Otherwise they were essentially identical.

The class endured. After World War One, Italy took some as their FS 607 and the CSD as 344.3. One Czech engine wasn't retired until the 1960s.

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Class 37 / 560 (Locobase 7793)

Data from [], accessed 26 August 2006.

The StEg produced three subclasses of Moguls, two of which were simple-expansion (Locobase 4678). This was the cross-compound variant, which used the same boiler and firebox as the earlier simple-expansion version.

Like the simples, these compounds proved durable. After World War One, Italy took some as their FS 607 and the CSD as 344.2. One Czech engine wasn't retired until the 1960s.

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Class 38.0 / 760 (Locobase 4680)

Data from [], last accessed 26 August 2006. Works numbers were 3250-3252 in 1906; 3509-3526, 3595-3616 in 1909.

Like the others in the *60 series, this class was a Mogul design for the Hungarian segment of the state railway. In this case, the StEG took the basic 660 design (Locobase 4679), converted it to a two-cylinder, simple-expansion power system, and superheated it. Unusually for a superheater variant, trading small tubes for large-bore flues resulted in more combned heating surface area and the steam was hotter and drier. (Class 39 engines---Locobase 4683--had identical specs except for drivers measuring 1,540 mm (60.6") in diameter.)

The Wikipedia author says little about the class's career, except to note that all of them went to the CSD as their class 344.1 and that that railway operated some of those into the 1960s.

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Class 38.5 / 660 (Locobase 4679)

Data from [], last accessed 26 August 2006. Works numbers were 3163-3172 in 1905.

As the StEG assembled its stud of Moguls, the railway tried several versions of the same basic design. This decade of engines worked compound, one HP cylinder feeding two larger LP cylinders. The Wikipedia author doesn't say much about how this class performed, but its high compounding ratio and early retirement suggest dissatisfaction.

The BBO scrapped their two by 1926 while the CSD converted all of theirs except for the 344.207 to either simple-expansion or the cross-compound variant produced in 1902.

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Class 39 / 228/334 (Locobase 4683)

Data from [], last accessed 9 August 2006. Works numbers were 3368-3383, 3434-3436 in 1907.

Using the Class 38 (Locobase 4680) power dimensons and heating surface areas, the twenty Class 39s rolled on 100 mm (3.94") taller drivers. This almost certainly suited them for local passenger work as well as light goods service.

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Class 60 / 54 (Locobase 1208)

Data from [], last accessed 26 August 2006.

Karl Golsdorf sought to raise the working speeds of the smaller freight trains in the Austrian railway system by replacing the then-common six-coupled, all-adhesion 0-6-0s with this Mogul design. Like many other Austrian engines, this had the double steam dome arrangement, in which the two domes were connected by a steam pipe. The boiler rode high above the driving axles and the whole effect was quite modern. A small set of 21 was fitted with Clench superheaters; see Locobase 7794.

Whatever the esthetics, the design proved more than adequate and contracts with all the leading locomotive builders (Floridsdorf, StEG, Krauss Linz, Wiener Neustadt) followed. After the kkStB had procured 297, the Sudbahn purchased 60 more for its lines.

Naturally so numerous a class wouldn't be left out of the big distribution following the demise of the Austro-Hungarian Empire after World War One. Poland took some as Ti12, the JDZ classed theirs 131, Italy's war reparations share became FS 604 and the CSD secured 41 as their 334.1

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Class 60.500 / 54 (Locobase 7794)

Data from [], last accessed 26 August 2006.

Karl Golsdorf's successful Mogul class was mostly composed of saturated-boiler engines. But he produced 21 with the Clench-style of superheater, possibly as a trial The Wikipedia author doesn't say what happened to these locomotives, but Locobase suspects they were later had the superheaters removed.

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Class 99 (Locobase 1217)

Data from [], accessed 26 August 2006. In addition to 69 purchased for the state railway, 5 more went to the Niederösterreichischen bahn (NOLB) as their Class 2.

This little tank proved quite satisfactory, developing as much as 400 hp on good coal, according to the Wikipedia author. Lines serving Karlsbad, Laibach, and Knittelfeld were their primary area, although 5 ran on localbahn lines in the Vienna vicinity.

The majority were distributed to Czechoslovakia (34), Italy (10), and Yugoslavia (11) after World War One; 34 remained with the BBO. 24 remained in service when the Third Reigch took over Austria in 1938; their railway classed these as BR 98 1301-1324. As late as 1953, 15 Class 99s survived. Three operated in Neuberg as late as 1972.

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Class IIc / 128 (Locobase 4682)

Data from [], accessed 9 August 2006.

These were the first Austrian locomotives to be superheated with the soon-to-be-ubiquitous Schmidt design.

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Class VIII - compound (later) / 260 (Locobase 7796)

Data from [], last accessed 27 August 2006.

This large class of Moguls started as a 12-locomotive order in which 6 were compound, 6 used simple expansion (see Locobase entries 4677 & 7794) . All the major builders -- Floridsdorf, Wiener Neustadt, StEG, and the Böhmisch-MShrische Maschinenfabrik (BMMF) -- contributed locomotives. At a later date, the design was altered slightly to feature a few fewer boiler tubes, which yielded the slightly lower heating surface area shown in this entry. In its last and most numerous subclass, adhesion weight climbed slightly for better traction.

After World War One, when the expiring Austro-Hungarian Empire fragmented into several independent nations, the equipment operated by the State Railway was distributed as well. Czechoslovakia's CSD acquired 122 260s as their class 333.1. Poland's PKP operated 62 as class Ti11. Yugoslavia's JDZ used only 3 (130.001-003). The kkStB's successor in Austria -- the BB+ --managed to retain only 26.

Just before and during the course of World War II, the Deutsche Reichsbahn operated 53. The very last 260 to leave service lasted until 1964.

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Class VIII - compound/ 260 (Locobase 4677)

Data from [], last accessed 27 August 2006. All the major builders -- Floridsdorf, Wiener Neustadt, StEG, and the Böhmisch-MShrische Maschinenfabrik (BMMF) -- contributed locomotives. See "kkStB 260" in Josef Pospichal's indispensable Lokstatisik Central European locomotive database at [], last accessed 24 September 2022.

This large class of Moguls started as a twelve-locomotive order in which six were compound, six used simple expansion. The trial results pointed conclusively in favor of the compound design and production began. Ultimately totalling 221 engines, the class included these first 45, which had slightly more tube heating surface than did the later and more numerous subclass. The constant-lead radial valve gear appears to be a variant of the Walschaert-Heusinger design, but reconfigured to fit in the short space available to it.

See Locobase 7796 for the class's later distribution.

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Class VIII - simple / 260 (Locobase 7795)

Data from [], last accessed 27 August 2006.

The large class of Moguls acquired mostly by the state railway kkStB began as a 12-locomotive order for the KFNB in which 6 were compound , 6 used simple expansion. The trial results pointed conclusively in favor of the compound design and production began; se3e Locobase 4677. This orphan sextet eventually received the lowest 6 numbers when the kkStB grouped all of the locomotives into its class 260.

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Class XVIIc / 460 (Locobase 11212)

Data from [], last accessed 16 April 2010. Works numbers were 1826-1837 and 1905-1914 in 1909.

After an experimental trial with the XVIId's Clench-Golsdorf steam dryer proved unsatisfactory, the +NWB.went ahead and ordered 12 Schmidt-superheated Moguls from Floridsdorf as well as 10 more for the Snd-Norddeutsche Verbindungsbahn (SNDVB). The two batches were grouped under Class 460 when the two railways were nationalized in 1911.

After World War I, the successor BB+ redesignated them 454. As part of the DRG's rationalization of the Austrian locomotive stud as part of the 1938 Anschluss, some were taken into the DRG as BR 54 401-54 423. 6 went to the CSD after World War Two and most of the rest remained in service well into the 1950s and early 1960s.