Austrian State 4-2-0 Locomotives in Austria


Class Details by Steve Llanso of Sweat House Media

Class 158 (Locobase 20188)

Data from "Patrick" of Bensheim, Germany (aka Patlantic), "1861 - John Haswell dTmontre que sa locomotive est TquilibrTe", a 23 December 2014 entry in a thread entitled "Re: Episodes Ttonnants et anecdotes de l'Epoque 1" on the Forums LR Presse at [link], last accessed 30 April 2017. See also Jacob-Vincenz Maniel, "Influence of the arrangement of the locomotive 'Duplex' in doing away with the interruptions of the motion to which common locomotives are subjected during their progression over the way.", Notice on the Objects Sent to the Londoninternational Exhibition Of the Year 1862

Scottish locomotive engineer/designer John Haswell exerted considerable influence on the Wien-Raab's locomotives over a long period. This class of express engines featured very tall drivers, low-mounted boiler, and relatively enormous rigidly mounted pair of axles that carried the front half of the locomotive.


Class Duplex (Locobase 20187)

Data from "Patrick" of Bensheim, Germany (aka Patlantic), "1861 - John Haswell dTmontre que sa locomotive est TquilibrTe", a 23 December 2014 entry in a thread entitled "Re: Episodes Ttonnants et anecdotes de l'Epoque 1" on the Forums LR Presse at [link], last accessed 30 April 2017. See also , Illustrated London News, Volume XLI [41], No 1172 (1 November 1862), pp. 479-480; Jacob-Vincenz Maniel, "Influence of the arrangement of the locomotive 'Duplex' in doing away with the interruptions of the motion to which common locomotives are subjected during their progression over the way.", Notice on the Objects Sent to the Londoninternational Exhibition Of the Year 1862

Scottish locomotive engineer/designer John Haswell exerted considerable influence on the Wien-Raab's locomotives over a long period. In 1861, Haswell took up the challenge of reducing or eliminating the sideways forces that arose when each of two cylinders pushed back on a driver on one side of the locomotive and the other cylinder pulled on the driver on the other side.

He chose the last of twelve single-wheelers (158-169) of Crampton-like appearance to display his ingenious solution. A long bar with a hole at the center of its length was fitted to the outside hub of each driver. At one end of the bar was a stub on the inside of the bar; on the the other the stub was on the outside. Each of these was linked by a connecting (in the US, a main rod) to a companion crosshead in a frame halfway between the driver and one of a pair of cylinders mounted "over-under" style outside of the smokebox.

A valve with crossed passages supplied steam to both cylinders on a side. The upper cylinder's linkage was inside that of the lower and it pushed and pulled on the inside crankpin. At the same time, the lower linkage pulled and pushed on the outside crankpin in a directly opposite alternation. The driver on the other side had exactly the same setup, but it was indexed 90 deg so that the four cylinders collectively, and smoothly, applied eight impulses to the drive train in each revolution of the drivers.

Locobase thinks this is a pretty clever idea, although admittedly complex. Illustrated London News offered measured praise for the concept, stating "Although there are objections to working with four cylinders where two will perform the duty, the disadvantage is counterbalanced by the steadiness of motion and diminution of wear and tear at very high velocity, and which the Duplex, on the several trials made, seems to have accomplished satisfactorily."

An Austrian observer reported on trials run on the Vienna-Neu-Szony Railway pulling a light, 4.9 ton train up to 66 mph. During the whole trial "even at the highest speed the engine crossed the parts of the line in a good state of repair in a perfectly steady manner and without galloping or lateral rocking being observable."

So far so good. Maniel then reported: "The locomotive , 'Rokitzan' [an unmodified sister engine] was tried in the same manner. Up to a speed of 56 miles per hour no difference in the working was observed by the persons on the engine; above that speed the progression of the engine was less steady."

This may be where the line was drawn, ruling out the Duplex to avoid its complexity. Even so, Maniel was moved to conclude: '... for locomotives that have to be driven at an extraordinary high speed the arrangement of four cylinders and double cranks as proposed by Mr. John Haswell would greatly tend to obtaining a steady forward progression of the locomotive. This arrangement will probably also be of great service in the keeping up of the permanent way."

All true, perhaps, but not persuasive. No other such locomotives were built. But many later British express locomotives, for example, used four cylinders in a more conventional arrangement to accomplish a similar goal.

Principal Dimensions by Steve Llanso of Middle Run Media
Class158Duplex
Locobase ID20188 20187
RailroadAustrian StateAustrian State
CountryAustriaAustria
Whyte4-2-04-2-0
Number in Class111
Road Numbers158-168169
GaugeStdStd
Number Built111
BuilderStEGStEG
Year18611861
Valve Gear
Locomotive Length and Weight
Driver Wheelbase (ft / m)
Engine Wheelbase (ft / m)11.41 / 3.4811.41 / 3.48
Ratio of driving wheelbase to overall engine wheelbase
Overall Wheelbase (engine & tender) (ft / m)
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)27,558 / 12,50027,558 / 12,500
Engine Weight (lbs / kg)70,548 / 32,00070,548 / 32,000
Tender Loaded Weight (lbs / kg)
Total Engine and Tender Weight (lbs / kg)
Tender Water Capacity (gals / ML)
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)
Minimum weight of rail (calculated) (lb/yd / kg/m)46 / 2346 / 23
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)80.90 / 205580.90 / 2055
Boiler Pressure (psi / kPa)113.10 / 780113.10 / 780
High Pressure Cylinders (dia x stroke) (in / mm)15.55" x 24.88" / 395x63210.91" x 24.88" / 277x632 (4)
Tractive Effort (lbs / kg)7149 / 3242.747038 / 3192.39
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.85 3.92
Heating Ability
Tubes (number - dia) (in / mm)160 - 2.063" / 52.4160 - 2.063" / 52.4
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m)14.50 / 4.4214.50 / 4.42
Firebox Area (sq ft / m2)83.96 / 7.8083.96 / 7.80
Grate Area (sq ft / m2)15.07 / 1.4015.07 / 1.40
Evaporative Heating Surface (sq ft / m2)1344 / 124.901344 / 124.90
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1344 / 124.901344 / 124.90
Evaporative Heating Surface/Cylinder Volume245.76249.63
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation17041704
Same as above plus superheater percentage17041704
Same as above but substitute firebox area for grate area94969496
Power L149184996
Power MT393.44399.68

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