Baden State / Bavarian State 2-2-2 Locomotives in Germany

Class 1 A Lion (Locobase 5766)

Christian Lindecke [] (visited 12 December 2003) for data. When the Bad.St.B opened its line between Mannheim and Heidelberg, it operated these little locomotives supplied by Sharp, Roberts & Co (predecessor to Sharp, Stewart). Built on an internal plate frame with external splashers over the drivers, the 1st two locomotives ("Lion" and "Seize") were originally delivered with 12" cylinders. They were upgraded to 13" when the third and 4th (Heidelberg & Mannheim) arrived in 1841. Robert and Freiburg, the 5th and 6th engines, which were delivered in 1843 had 14" cylinders.

The original valve gear seems to have been a fork-type converted later to "Capry" (Google's translation leaves me a bit uncertain). In 1854, when the line converted to standard gauge, 3, 5, & 6 were made over into 2-4-0T locomotives. The others were converted to Crampton-type engines with smaller boilers and grate areas of 432 sq ft (40.18 sq m) and 8.75 sq ft (0.81 sq m) respectively.

By 1856, all had been superseded by 2-6-0s, some bearing the same names and using some of the parts.

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Class 1 b (Locobase 5767)

Christian Lindecke [] (visited 12 December 2003) for data. These were the German-built counterparts to the Sharp 1As with slightly bigger boilers. Kessler & Martiensen built one first for trials that prompted the railroad to order 7 more.

In the 1854 conversion to standard gauge, the grate area was trimmed to 8.75 sq ft (0.81 sq m) and heating surface dropped commensurately to 453 sq ft (42.06 sq m). They were replaced in 1863 by IX class engines.

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Class 1 b (Locobase 5769)

Christian Lindecke [] (visited 12 December 2003) for data. Almost identical to the other 8 1bs, this engine had the Meyer expansion valve gear that used a set of auxiliary valve that rested on the primary slide valve and controlled the length of time steam would be admitted into the primary valve. The builder also increased the cylinder diameter by 2", the boiler pressure, and a few sq ft to the heating surface.

In 1854, the railroad was converted to standard gauge and #15 was converted to a 2-4-0T arrangement.

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Class A I (Locobase 5864)

Christian Lindecke [] (visited 12 December 2003) for data.

Similar to the Baden State 1 bs that entered service in the same year, these were designed by the K. Bay Staatsbahn to have interchangeable part (something of novelty then and later). The specified performance was sustaining 33 km/h (20.5 mph) up a 0.5% grade with a 70-ton train.

Lindecke says that Maffei, Kessler, Karlsruhe, and Meyer in Muhlhausen (Alsace) each supplied 8 locomotives. Since he notes in two other spots that a total of 24 was supplied, perhaps he meant six each. Lindecke also shows two grate areas. I'm inferring that the majority was delivered with the larger grate; the smaller grate measured 0.72 sq m (7.75 sq ft).

In any event, these little locomotives gave 30 years of service in most cases, most being retired from 1871-1874, but 4 being converted to a B I class layout and 4 to the C I design, and 3 more being sold to the Ludwigsbahn.

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Class A II (Locobase 5949)

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

A Longboiler design riding on a passenger arrangement supplied by Kessler (7) and Maffei (6). According to Lindecke, one difference between the two builders was Maffei's placing the feed pumps inside and Kessler locating them outside.

Considerably heavier overall than the A I, these locomotives still put only a small percentage of that weight on the drivers. The wheelbase on these locomotives proved too short for a smooth ride at first and the rear axle was moved back 5" (127 mm).

Later updated with a Crampton boiler, some were retired in 1871 to 1877 while six were converted to the 0-6-0 wheel arrangement and grouped with the C I class.

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Class A III (Locobase 5950)

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

The first two -- Ries and Altmuhl -- were delivered some time before the other pair -- Pegnitz and Rezat. This design represented a reversion to a short boiler with many more tubes in an effort to ameliorate the riding qualities of the 2-2-2 arrangement while maintaining as much heating surface as possible. The grate was enlarged in a firebox now fully supported by the rear axle and the cylinders were bored out by another 1 1/2".

The result was not strikingly successful, says Lindecke, although conversion to other arrangements (2 to the C I 0-6-0 class, 2 to the B I class) came only in 1868-1871. By that time their small dimensions meant retirement only a few years later in 1874-1878.

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Class A IV (Locobase 5913)

Christian Lindecke [] (visited 12 December 2003) for data. Lindecke says these were the first express locomotives for the K.Bay.Sts.B. Their names, in numerical order, were Paar, Hassfurt, Schweinfurt, Wurzburg, Pleinfeld, Wiesent, Schmutter, and Zusam.

The firebox was carried over the trailing axle for the first time, the boiler was enlarged, and the tubes were lengthened to provide more heating surface. Probably because of their small size, all but one of the Paars was scrapped in 1883 rather than being converted to a C1 class configuration.

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Class AV - Roth (Locobase 5914)

Christian Lindecke [] (visited 12 December 2003) for data.

This one AV was built for a Munich exposition. It had taller drivers, more heating surface area, a slightly larger grate, and Stephenson valve motion. Lindecke says it served as the prototype for the Ostbahn's 1859 2-2-2s. The Roth was retired in 1886.

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Class Der Munchner (Locobase 5865)

Christian Lindecke [] (visited 12 December 2003) for data.

The Municher was based on English designs, but is distinguished for its being the first locomotive built in Bavaria. Although its boiler was smaller than the later A Is, this one-off had a sizable grate. In any case, it showed decent pulling power, hauling 161-ton trains at 32 km/h (20 mph) between Munich and Augsburg until 1859. Its sale led to further use until 1871, when the Municher was scrapped.

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Class Group AV (Locobase 554)

Data from Christian Lindecke [] (visited 12 December 2003). (Reder, 1974, gives 685 sq ft for the heating surface area, but Lindecke says the A V used the A IV boiler, which is the value shown in the table. Also, Reder's weights -- 19,845 lb adhesion, 48,510 lb total -- are lower than Lindecke. Again the latter numbers are adopted. The difference may have lain in domeless (early) vs domed boilers (later)).

Reder notes that these were small, speedy engines based on Joseph Hall's patents and developed while Hall was technical director of Maffei. The crank web and eccentrics were forged in one piece and held on the axle stub with a key (unlike Baldwin's design, where the crank web and the driver were formed as one piece). The web also had a bearing collar welded to it, which gave a greater bearing surface than an axle journal and permitted it to be thinner. Both patents were designed to overcome the "boxing" problems posed by the outside-cylinder, outside-drive Forrester design. The inside-mounted Meyer double-valve expansion gear was operated by an intermediate, bayonet-shaped link.

Lindecke says that those that operated on southern lines were modified to burn peat. The class persisted for several decades. The first was retired in 1884, the last in 1899.

23 AVs were followed by a total of 329 2-4-0s that ran on the Bavarian State railroad until 1887 and several classes of 0-6-0s.

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Class II - Longboiler (Locobase 5770)

Christian Lindecke [] (visited 12 December 2003) for data.

Like other "longboilers", these engines had the firebox behind the trailing axle. They also had inside cylinders on frames that were a bit too frail, according to Lindecke. If I understand the Google translation, these engines were designed for standard gauge, but adapted to "breitspur" (broad gauge) running through extended axles.

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Class III C / II b (Locobase 5772)

Christian Lindecke [] (visited 12 December 2003) for data. Following the success of the Type IIIa, Bad.St.B ordered eight more singles with larger boilers.

They were convered to standard gauge in 1854, redesignated II b in 1868, and retired in 1872.

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Class III a/b (Locobase 5771)

Christian Lindecke [] (visited 12 December 2003) for data. These were enlargements of Kessler's Type 1 b that came in two versions - five IIIa and four IIIb. The IIIb used a Meyer expansion valve gear arrangement featuring a fork link and two eccentric cams on each cylinder.

As small as these engines may seem to later eyes, they more than satisfied Bad.St.B expectations at the time -- eight more were ordered as IIIa with bigger boilers (see Locobase 5771). When the railway convered to standard gauge in 1854, these engines underwent a similar change. Ultimately, they were redesignated II b in 1868, and retired in 1872.

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Class IV / IIb (Locobase 5773)

Christian Lindecke [] (visited 12 December 2003) for data.

Although based on the Type II of a couple of years earlier, these longboilers had taller drivers and larger boilers, but smaller grates. Lindecke says that as a result the locomotives "spat" (Google's translation) until a "kondenswasserabteilung" was installed later.

Because they were already constructed to standard-gauge dimensions, the railway's conversion to that width didn't necessitate many changes in this class. All of the engines were retired between 1867 and 1872.

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Class VIII (Locobase 5774)

Data from Christian Lindecke [] (visited 12 December 2003).

The last locomotives to be built to broad-gauge dimensions, these engines were designed from the start for conversion to standard gauge (which came 7 years later). When converted, they were also converted to a 2-4-0 arrangement.