Class 106 (Locobase 1195)

Data from the table presented on pages 370, 372 of the Groupe VI. - GTnie civil. - Moyens de transport. DeuxiFme partie. Classes 32 (Tome I), part of the series of Rapports du Jury Internationale of the Exposition Unverselle Internationale de 1900 Paris Exposition, hosted on the website of Le Conservatoire numTrique des Arts & MTtiers ([], Accessed 21 August 2005). See also A[nthony] E[dward] Durrant, The Steam Locomotives of Eastern Europe (Newton Abbot:David & Charles, 1966) and Maurice Demoulin, Locomotive Actuelle ... (Paris: Librairie Polytechnique Ch.Beranger, 1906), p 206-207

Follow-on class of a classic Karl Golsdorf compound Eight-wheeler. One illustration suggests that this class reflected a change in design philosophy which resulted in a graceful engine in which the steam pipe is concealed, the proportions are elegant, the boiler barrel lagging is blued steel, the splasher over the first driver arches up to show the Walschaerts gear.

But Demoulin's Figure 91 shows the classic Austrian clutter with two thimble-shaped steam domes connected by an external steam pipe and a straight running board with a small arc for the eccentric. He notes that the very solid internal frame was made of steel and the axles of nickel-steel.

On the level, the design was rated at 230-260 trailing tonnes and up a 1% grade pulling 160 tonnes at 60 km/h (37 mph) and 240 tonnes at 45 km/h (28 mph). Comparing the 106 to a similar Midland locomotive of the same vintage (Locobase 2268), Demoulin notes that the Austrian machine was considerably lighter and had a larger grate (because the Midland engines could count on better coal, he adds). Under similar conditions (65 km/h /40 mph up a 1% grade), the Midland locomotive could pull 230 tonnes, the 106 only 160 tonnes. This comparison underscored, said Demoulin, ".... the advantages offered by higher axle loads and the use of good-quality fuel." (Locobase translation).

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Class 1D / 301 (Locobase 4695)

Data from [], last accessed 9 August 2006.

Also [] (25 January 2004). Works numbers were 1785-1792 in 1884.

Wikipedia states that this 1d octet of express passenger locomotives essentially repeated the 1881 1b engines except for shorter tubes and a longer boiler.

The last four (97-100) operated on secondary lines whose proximity to forests prompted installation of the Langer smoke-consumer. As was common in these devices, Langer's variation used a pipe mounted over the fire door to blow jets of steam over the fire. Langer's reduced the unwanted cooling effect by cutting off the air flow when the fireman opened the door to throw on more coal and automatically resuming when it closed or when the driver closed the regulator (when stopped at the station for example).

Czechoslovakia took 15 of this class in 1918 as Class 252.

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Class 206 (Locobase 4694)

Data from "New Compound Express Locomotive, Austrian State Railways," The Locomotive Magazine, Vol VIII (7 March 1903), p. 171; information attributed to direct communication with Golsdorf. Also see [], accessed 14 August 2006, which has data indicating a smaller boiler, which proved to be the case.

One notes two striking facts from the details of this particular 4-4-0 class: Austrians favored compounds and the Austro-Hungarian Empire really was diverse. After World War One, these engines operated on four new national railways, Italy, and the Sudbahn. Their class IDs were: Czechoslovakia's CSD 265.0 (14), Hungary's M-V 225.3 (4), Poland's PKP Pd14 (11), and Yugoslavia's JD- 103.101 (1) as well as Sudbahn 206, and Italy's FS 555 (15). The 17 that later fell into Third Reich hands were classed BR 13.15. The last of the class was retired by the CSD in 1958.

Such a design must have some special features and, indeed, a noticeable difference from other Austrian locomotives is the higher percentage of direct heating surface. Wikipedia's author explains that Karl Gÿlsdorf pitched the boiler higher to allow a larger grate and firebox. This was one of the sources of the class's greater power, which reached 940 hp. He adds that Gÿlsdorf improved the aesthetics of the design by elminating the characteristic double-dome and raising the running board and splashers over the tall drivers.

Most of the major Austro-Hungarians supplied batches of the 70 locomotive in the kkStB class: Bÿhmisch-MShrischen Maschinenfabrik of Prague, Floridsdorf, StEG, and Wiener NeustSdt. Sudbahn bought 16 more from Floridsdorf. The locomotives headed up most of the major express services in a web of services that included the Orient Express, the Vienna-Nice-Cannes Express, Oostende Express, the express to the mineral baths at Eger, Berlin-Rome, and the Sudbahn's Berlin-Verona (Nord-Snd-Express)

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Class 21 /103 (Locobase 7776)

Data from [], accessed 12 August 2006. Works numbers were 821-823 in 1892.

After Floridsdorf delivered two light passenger Eight-wheelers to the B"hmische Nordbahn in 1889, it supplied three very slightly larger engines to this railway. The kkStB put in class 3 at first, then grouped them with the BNB engines in 1908. The CSD claimed all three, but did not give them a class ID.

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Class 26 / 406 (Locobase 4697)

Data from [], 13 August 2006.

Data on origins from Josef Pospichal's Lokstatistic site -- [], last accessed 1 August 2006. StEG supplied all of the locomotives in 3 batches. Works numbers 2823-2830 arrived in 1900, 2928-2931 in 1901, 2988-2981 in 1902. Fourteen remained after World War One ended and these were taken into the CSD as that railway's 264 class. Most were retired in the 1930s, although two were designated by Hungary's MAV as their class 227 and one of these -- works# 2830 - retired only in 1950.

Wikipedia explains that the failure of the three-cylinder compound class 506 (Locobase 4698) led to the delivery of these simple-expansion locomotives, which were more powerful than other Eight-wheeler classes then entering service.

At the end of World War One, the CSD took over 14 of these engines and reclassified them 264.2 and ran them into the 1930s. Hungary's Magyar -llamvasutak took the other two and operated them as class 277.

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Class 306 / BR 13.2 (Locobase 10672)

Data from "Express Passenger Compound Locomotive, Austrian State Rys," The Locomotive Magazine, Vol XIV (14 November 1908), p. 189; information attributed to direct communication with Golsdorf. Also see [], accessed 19 July 2009. StEG works numbers were 3501-3503

The 206 class (Locobase 4694) was the widely used, saturated-boiler express compound passenger locomotive put in service by Karl Golsdorf in 1903. Five years later, he added 3 superheated engines, presumably to assess the effect of superheat on a proven design. Two years after the trio went to the kKStB, the Sudbahn ordered two more from the Budapest Works (works numbers were 2360-2361) as their 225.901-225.902.

The LM report's figures for the boiler, firebox, and superheater area -- which were said to have come directly from Golsdorf -- differed from those shown in Wikipedia. Wikipedia shows more tube-flue heating surface (107.4 sq m), less firebox area (12 sq m), and more superheater area (34.9 sq m). Locobase chose the LM report because of its contemporaneity. The 306 showed good power and an 18% savings in coal consumption, but express trains had grown so heavy that it could take as many as 3 of the 4-4-0s to wrangle them over the hilly profiles of the Austro-Hungarian Empire.

They were too good to discard, however, and all three of the now-BB+ locomotives were absorbed by the DRG in 1938 after the Anschluss. They survived World War II and were taken into the +St Bahn. The earliest of the 3 was withdrawn in 1949, the second in 1956, and the last in 1959.

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Class 4 (Locobase 3054)

Standardization of the express 4-4-0 on Austrian railroads resulted in this design, which combined an outside frame (with eccentrics flailing), the firebox mounted between the driving axles, an outside frame, and the Elbel truck with its rigid ball-and-socket pivot. Also, the engines showed the common Kobel cabbage stack, adopted to reduce sparks.

Data confirmed from [], accessed 13 August 2006. Reder (1974) presents a table of tonnage ratings for the Series 4, which was in production for 12 years:

Service Speed Tons at 1% at 1.5% at 2.25%

Express 25 185 110 60

Local 18.5 245 155 90

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Class 506 (Locobase 4698)

Data from [], accessed 13 August 2006. Works number was 2570 in 1897.

Data on origins from Josef Pospichal's Lokstatistic site -- [], last accessed 1 August 2006. After World War One, the CSD classed it as 264.301 but operated it only until 1928.

Wikipedia says this was a prototype for a three-cylinder compound locomotive. It was not a success and StEG procured Class 406 2-cylinder simple-expansion engines instead. See Locobase 4697.

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Class 6 (Locobase 1122)

Data from [], last accessed 13 September 2006. One of Karl Golsdorf's classic two-cylinder compounds. Physically, the design is dominated by a pair of steam domes connected by a thick pipe. An usually long span between leading truck axles helped to spread the weight over the entire engine wheelbase. Such a long wheelbase, combined with the placement of the truck pivot 3 1/2" behind its center,

As English locomotive writer OS Nock (RWC III, pl 36) comments: "Not a handsome engine, to English eyes, but one immensely filled with character!"

Reder (1974, pl 230) quotes test runs with 210 tons up 0.2%-0.3% grades reaching 62 mph. 68 class 6 entered service between 1893 and 1898. 99 more followed in 1903-1907 as class 106.

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Class AR III/2 (Locobase 4693)

Data from [], accessed 13 August 2006; and "Od12" in Tomas Galka's Polish Steam Locomotive website at [], last accessed 24 September 2022. Wiener-Neustadt works numbers 2765-2769 in 1882, 2867-2875 in 1884; and 2964-2967, 2989-2992, 3000, 2999, 3001-3003, 3031-3038 in 1885. SteG works numbers were 1849-1856 in 1885.

When the kkStB created its class 2 of 4-4-0s, it gathered similar engines from several railways. The first 29 came from the Oesterreichische Westbahn, itself an agglomeration of railways that connected Vienna to Linz, Salzburg, and Passau in the western part of the Austrian empire. Twelve (works numbers 2999, 3001-3003, 3031-3038) were originally supplied to the Galizischen Transversalbahn. The last nineteen were converted by the kkStB from Class 1 locomotives described in Locobase 550. (These had original WrN works numbers 2291-2298 in 1877, 2427-2431 in 1879, and 2766-2769 in 1882. Floridsdorf works number 444 also was upgraded to Class 2.)

After World War One saw the breakup of the Austro-Hungarian Empire, this class was retained by Austria's successor Oesterreichische Bundesbahnen as well as being distributed to Czechoslovakia's CSD as class 254.0, Poland as the PKP's class Od12, and Yugoslavia, which soon discarded them without giving them a class ID. Austrian engines had been withdrawn by 1930 while the last CSD locomotives were retired in 1933.

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Class Grimming/kkStB 1 (Locobase 550)

Data from "kkStB 1" in Wikipedia at [], last accessed 24 September 2022. See also Gustav Reder (1974). Works numbers were 2291-2298 in 1877 and 2427-2431 in 1879

kkStB's Class 1 covered locomotives from several predecessors. The first eight came from the KRB, 1.09-13 came from the k.k. State railway Tarvisio-Pontafel, on which the KRB had operated and where they were 201-209 (odd), the 1.14-23 from the KRB/Kaiserin Elisabeth-Bahn/kkStB and the 1.24-28 (works 2776-2779, 2775 in 1883) from the Lemberg - Czernowitz - Jassy - Bahn (LCJE), where they were class IIIe numbers 123-127.

Kamper's 1871 design improved the four-wheel truck by positioning swing links that canted inward for better centering on the straight track and two more draw pendulums on the corners of the buffer beam to pull the truck through the curve.

Beginning in 1893, 15 of the class received upgrades that placed them in Class 2; see Locobase 4693.

The last of the class

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Class IIIb / 16.03 (Locobase 7791)

Data from [], last accessed 20 August 2006. SigL works numbers were 1179-1195 in 1870, 1226-1237 in 1871. Floridsdorf added works numbers 98-113 in 1873.

The 46 locomotives originally delivered to the OWB were delivered in two groups. Sigl supplied 30 engines in 1870-1871. These were named for scientists, as follows: STEPHENSON, GERSTNER, VOLTA, COCKERILL, GAUSS, GHEGA, RESSEL, GUTENBERG, NEWTON, GALILEI, KOPERNIKUS, LANNA, VEGA, REAUMUR, FRANKLIN, BERZELIUS, ARAGO, HENZ, FAIRBAIRN, ETZEL, ARCHIMEDES, CELSIUS, FAHRENHEIT, PYTHAGORAS, COLUMBUS, REDTENBACHER, NEVILLE, GAY-LUSSAC, DAVY, and KEPLER.

Floridsdorf's IIIb set of 16 in 1873 honored a mixed bag of famous names: PAMBOUR, TORICELLI, KUDLER, SOMMEILLER, PAUL MEIHSNER, FRIEDRICH SCHNIRCH, ADALBERT V. SCHMID, STUART MILL, SIMON STAMPFER, SHARP, CRAMPTON, PRECHTL, RAPHAEL DONNER, MARIOTTE, GRAF STADION, and WINCKELMANN

27 of the total of 46 were refurbished in 1893 with bigger boilers as shown in the specifications. By 1919, the kkStB was gone and the class was divided between the CSD (class 232.0) and the PKP, which did not give them a class ID.

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Class IIa / 103 (Locobase 4690)

Data from [], accessed 12 August 2006. Floridsdorf works numbers were 699-700 in 1889. Wiener Neustadt works numbers 3646-3647 in 1893, 4094 in 1898, 4168-4169 in 1899.

The first two of this small class came from Floridsdorf in 1889, the other six were produced by Wiener Neustadt, over six years. Three more (Floridsdorf 821-823 in 1892 with slightly more firebox area hauled trains on the Mährisch - Schlesische Centralbahn.

Small, light passenger engines, they were reclassed as 103 in 1908. Five were taken over by the CSD in 1919 and operated as class 253.0 until 1931.

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Class IIc / 104 (Locobase 4691)

Data from [], accessed 12 August 2006.

This express-engine class came into service over a 9-year period to add power to the several KFNB trains. Wiener Neustadt, Floridsdorf, and Krauss's Linz factory contributed to the class. For some reason, locomotives 213-218 didn't get names. The others saluted towns in the region where the Vienna-Krakow and Vienna-Brunn expresses ran. The first set of 28 were called BRUNA, CONCORDIA II, DAPHNE II, HEBE II, LUCIFER II, MERKUR II, ORION II, HEINZENDORF, HOTZENDORF, WAGSTADT, WERNSDORF, WIGSTADTL, ZISTERSDORF, ALTHAMMER, BRAUNSBERG, ERNSDORF, FALKENSTEIN, FREISTADTL, GNADENDORF, POYSDORF, STRONSDORF, WILLERSDORF, ZWINGENDORF, ABSDORF, ALBERNDORF, ENZERSDORF, FRANZENSDORF, G+TZENDORF, and HADERSDORF. Then came the 6-locomotive break, then JAMNITZ, RAABS, MANNERSDORF, MARTINSDORF, OLBERSDORF, and PAASDORF.

The Wikipedia writer comments that this class was taken off the express runs when the schedule was shortened. Then the class served several Brunn-based trains as well as the

Kojetein-Krasna and the Wien-GSnserndorfvMarchegg run.

Almost all of them remained after World War One, the largest contingent going to the CSD as class 264.6, 7 to Poland as Od 14, and one to the Romanian railways.

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Class XIIa / 102 / 254 (Locobase 4689)

Data from [] . Works numbers were 772-777 in 1891.

The +NWB found that its express passenger trains were now too heavy for existing locomotive designs, they ordered six Eight-wheelers from Floridsdorf. Together with the two slightly later variants shown in Locobase 7772-7773, these engines shortened travel time between Vienna and Decin (German Tetschen) by a half hour.

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Class XIIb / 102 / 254 (Locobase 7772)

Data from [] . Works numbers were 847-851 in 1892.

This batch of Eight-wheelers were near-duplicates of the XIIa engines that had gone into service on the ONWB a year before. (The SNDVB was located to the ONWB and formed part of its network.)

The heating surface area dropped by a small percentage but the firebox was identical.

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Class XIIc / 102 / 254 (Locobase 7773)

Data from []

This third set of XIIs reduced the heating surface size slightly compared to the XIIb (Locobase 7772), but adopted the slightly larger cylinders of the XIIa (Locobase 4689). In 1895 six went to the and in 1897, Floridsdorf shipped 2 to the ONWB and 5 to the SNDVB.

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Class unknown (Locobase 20862)

Data from "Four-Coupled Express Passenger Locomotives", Engineering, Volume 33 (24 February 1882), pp. 177-178. Works numbers were 357-368 in 1882.

Although Engineering reported the railway as the Kaiser Ferdinan Nordbahn, the editors added a footnote noting that while Emil Tilp was at time of writing the KFNB's locomotive superintendent, these engines were not produced for the KFNB. The only Wiener Neustadt four-coupled with bogie express locomotives in that period went to the Sudbahn.

Even so, this class appears to be the predecessor to the IIc class described in Locobase 4691. Compared to the later engine, however, the design had taller drivers.

Tilp's requirements were for a locomotive that could haul 125-140 trailing tons on a line 20% of which presented adverse gradients of 1 in 70 (1.4%) at 60 kph (38 mph). In the summer, the same locomotive would haul an additional coach at 55 kph (35 mph). In trials one of the locomotives hauled 16 coaches over a 350 km (218 mile) distance in six hours including several stoppages (an average of 58 kph/36 mph).

Engineering explained that the engine needed a relatively large grate because KFNB burned poor hard coal that evaporated a meager 3.5 lb of water per pound (1.59 kg per 0.454 kg) of coal.

Great attention was paid to smooth running at express speeds. The bogie was connected to the buffer beam under the smokebox by short links on each side. Each link was fitted with universal joint. Further links under the center of the truck also used universal joints. "This construction has been adopted, " reported Engineering, to ensure "the greatest possible steadiness of the engine in rounding curves ...we are informed that in consequence of this complete system of flexible connection the engine runs with great smoothness even at speeds of 62 miles [100 kph]."