0-6-0 Steam Locomotives in Germany

Class C I (Locobase 5948)

Data from Christian Lindecke's website [] (visited 28 November 2003) (translated by Google). These longboilers were intended for the , which had a ruling grade of 2.5%. Like the A II passenger engines (Locobase 5948), the C I had a domeless boiler with inside valve motion and outside cylinders that drove on the second axle.

Other locomotives were converted to this arrangement.

Class C II (Locobase 5953)

Data from Christian Lindecke's website [] (visited 28 Nov 2003) (translated by Google).

Once the experiment with tender-supported boilers proved unavailing, Maffei settled on this standard six-coupled design. Although 68 were built (2 by Krauss), the locomotives were not free from flaws. For one thing, driving the last axle required a main rod long enough to be prone to bending.

The class proved worthy enough and served the K.Bay.Sts.B for decades. The first retired in 1891 but the last in the class wasn't withdrawn until 1905.

Class C III - 1868 (Locobase 5954)

Data from Christian Lindecke's website [] (visited 28 November 2003) (translated by Google). See also W H Maw and William Dredge, "Locomotives", Reports on the Vienna Universal Exhibition, Part II (London: George Eyre and William Spottiswoode, 1874), pp. 425-426. Works numbers were 655-676 in 1868,; 785-792, 812-823 in 1871; 851-862 in 1872; 892-929 in 1873.

The most numerous of all the 0-6-0 locomotive series built for the K.Bay.Sts.B, the C III designation included several subclasses. This entry represents the early version.

The basic design featured all-inside motion as in the C IIs, but the driving axle became the seconnd, which shortened the main rod. The cylinders were located under the smokebox and slightly inclined for the rod to clear the front axle.

Later C IIIs in the same line had larger boilers; see Locobase 5955.

NB: Heating surface given in the specs is from the water side. Total heating surface using tube area calculated from the fire (inner) diameter was 112.8 sq m (1,214 sq ft).

Class C III - 1876 (Locobase 5955)

Data from Christian Lindecke's website [] (visited 28 November 2003) (translated by Google). Works numbers were 1056-1076 in 1875, 1164-1175 in 1878; 1190-1195, 1211-1216 in1879

The most numerous of all the 0-6-0 locomotive series built for the K.Bay.Sts.B, the C III designation included several subclasses. This entry represents the more powerful third series introduced in 1876. (The earlier class variant is found on Locobase 5954.)

The new version of the basic six-coupled increased boiler diameter even as it shortened the tubes. The grate was bigger as well. An increase in the cylinder diameter offset a slight increase in the driver diameter. Note the high demand factors, but relatively low factor of adhesion.

Only 20 locomotives received a DRG number -- 53 7971-53 7990 -- and they were retired in 1925.

Class C III - Sigl (Locobase 5956)

Data from Christian Lindecke's website [] (visited 28 Nov 2003) (translated by Google).

When the K.Bay.Sts.B felt a shortage of freight locomotives even as it added to its mainstream C III class, it bought these Hungarian-bound six-coupleds. They had the steam dome on the first boiler course, external frames and inside cylinders and valve gear.

Later they were reboilered, becoming virtually indistinguishable from other C IIIs. Three of the Sigls were numbered by the DRG, but they were soon retired.

Class C IV Verbund /DRG BR 53.80-81 (Locobase 5750)

Data from Christian Lindecke's website [] (visited 28 November 2003) (translated by Google), supplemented by Albert Gieseler at [], last accessed on 10 May 2011. Krauss works numbers were 2702-2707 in 1892; 2725-2741 in 1893; 2994-3015 in 1894, 3104-3121 in 1895, 3447-3467 in 1896 . Maffei works numbers were 1665-1673 in 1892, 1881-1895 in 1897

Based on a Krauss design, this cross-compound six-coupled goods locomotive design became a standard freight class to accompany the C IV Zwilling two-cylinder simple-expansion engines. The first two -- one a compound, the other a simple-expansion sister -- underwent tests that pointed to the compound as the preferred type.

Production began in 1892 on a design that increased the boiler pressure from 12 to 13 bar (171 psi to 185 psi), shifted the boiler back 200 mm (7.87"), and increased the high-pressure cylinder diameter to 500 mm. Maximum allowed speed was 50 km/h (31 mph). Altogether, Krauss delivered 71 and Maffei supplied 29.

Lindecke wrote that 88 were taken up by the DRG when it was formed in 1923, with numbers from 8081-8168 -- the two prototypes were among the survivors. All of the class had been retired by the early 1930s.

"Bavarian C IV" in Wikipedia at [], last accessed 13 October 2023. Works numbers were 1370-1382 in 1885, 1480-1483 in 1888; 1557-1565, 1589-1592 in 1890; 1615-1624, 1647-1648 in 1891; 1665-1673 in 1982.

Wikipedia notes that this large class of goods locomotives first appeared as two-cylinder simple expansion (identified as "zwilling"/"twin") engines. The boiler distributed its steam domes, sand dome, and safety valve stand equally along its length. A thick smokebox and cylinders dominated the front end.

Used on main-line trains at first, but traffic demands soon challenged the C IV's available power. Even so, the saturated C IVs remained in service for decade; the new DRG took 53 of the class in 1925, but discarded them by the end of 1926.

NB: German railways typically used a combination of data to calculate tube heating surface area. As shown in most specs, the evaporative heating surface area is derived by using the inside (fire side) diameter for the tubes while entering the outside tube diameter (water side) in their data tables. For this class, that yielded 104.6 sq m (1,126 sq ft ) of tube heating surface area and 111.80 sq m (1,203 sq ft) after adding in the direct heating surface area. Locobase calculates a higher value using the given tube diameters, which allows for more consistent comparison with locomotives from North American and British builders.

Class C IV Zwilling /DRG BR 53.80 (Locobase 9544)

Data from [] (last accessed 1 September 2008), supplemented by [], last accessed 14 May 2011; and "Bavarian C IV" in Wikipedia at [], last accessed 13 October 2023. Krauss works numbers were 2034-2041 in 1889. Maffei works numbers were 1370-1382 in 1885, 1480-1483 in 1888; 1557-1565, 1589-1592 in 1890; 1615-1624, 1647-1648 in 1891; 1665-1673 in 1982.

Wikipedia notes that this large class of goods locomotives first appeared as two-cylinder simple expansion (identified as "zwilling"/"twin") engines. The boiler distributed its steam domes, sand dome, and safety valve stand equally along its length. A thick smokebox and cylinders dominated the front end.

Used on main-line trains at first, but traffic demands soon challenged the C IV's available power. Even so, the saturated C IVs remained in service for decade; the new DRG took 53 of the class in 1925, but discarded them by the end of 1926.

NB: German railways typically used a combination of data to calculate tube heating surface area. As shown in most specs, the evaporative heating surface area is derived by using the inside (fire side) diameter for the tubes while entering the outside tube diameter (water side) in their data tables. For this class, that yielded 104.6 sq m (1,126 sq ft ) of tube heating surface area and 111.80 sq m (1,203 sq ft) after adding in the direct heating surface area. Locobase calculates a higher value using the given tube diameters, which allows for more consistent comparison with locomotives from North American and British builders.

See Locobase 5750 for the compound version.

Class R 3/3 // Gt. 33.15 / BR 89.70 (Locobase 5751)

Data from Christian Lindecke's website [] (visited 28 Nov 2003) (translated by Google) with additional data from US Military Railway Service Equipment Data Book - German Locomotives supplied by Allen Stanley from his extensive Rail Data Exchange in March 2004 and from [], last accessed 11 May 2011.

According to Lindecke, the D II six-coupled tank engine design had proved successful, so 15 more were ordered in 1906-1907, followed in 1913 by 3 more. The principal difference was the addition of the Westinghouse air brake system with its pump located under the right-hand side water tank. By the end of World War I, one of the class had been transferred to the Polish railways.

After World War I ended, the Bavarian ordered 90 more of these 45 km/h (28 mph) engines; see Locobase 6045. When the DRG was formed, the original 17 became BR 89 701-717. Many of these survived World War II.

Class R 3/3//Gt. 33.16 / BR 89.80 (Locobase 6045)

Data from Christian Lindecke's website [] (visited 28 Nov 2003) (translated by Google) with additional data from US Military Railway Service Equipment Data Book - German Locomotives supplied by Allen Stanley from his extensive Rail Data Exchange in March 2004 and from []

The success of the K.Bay.Sts.B's R 3/3s produced before World War I (Locobase 5751) led to a new order of 90 in 1921-1922. One reason may have been the class's relatively large dimensions combined with tall drivers (for the arrangement) -- a real workhorse at its maximum speed of 45 km/h (28 mph). The only difference was the tare weight increase of 3,520 lb (1,597 kg).

According to Ralf MMueller & John Oxlade's listing ([]), 22 of the class arrived in 1921, 65 more in 1922, and a topping off of 3 more in 1923. Once the DRG formed in 1925, this newer batch became 98 801 through 98 890. Many of these survived World War II.