Bavarian State 2-2-2 Locomotives in Germany

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.

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.

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.

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.

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.

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.

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.