4-4-0 Steam Locomotives in Germany

Class III (Locobase 15516)

Data from SACM diagram Nr. 47 of Societe Alsacienne de Constructions Mecaniques from locomotive book supplied by Dany Machi up at [] as

Diagrammes des machines SACM construites a GRAFENSTADEN (October 2007).

This batch was one of several produced to a basic design over several years by several builders. See Locobases 5777-5779 for more information.

The diagram shows a relatively antiquated layout with closely spaced truck wheels, plate frame, dome over the first axle, and a rudimentary shelter added to the weatherboard.

Class IIIa (Locobase 5778)

Christian Lindecke [] (visited 12 December 2003) for data. See also [] . Kessler's update of the Class III design featured greater adhesive weight and a higher boiler pressure. The redesign introduced the Belpaire firebox to this series and moved the dome back to a spot just ahead of the firebox. Kessler retained the leading truck's remarkably short wheelbase of 1.032 metres (3 feet 4 3/4 inches).

In 1873, the boiler pressure was increased to 9 bar (128 psi). As noted in the Class III record (Locobase 5777), earlier engines were updated to this standard as well. The last left service in 1895.

NB: Tube diameter is an estimate based on the known count and length of the tubes combined with the known firebox and evaporative heating surfaces.

Class IIIa (Graf) (Locobase 5779)

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

Using the same cylinders and driver diameter as the Kessler design from 1869 (Locobase 5778) , Grafenstaden supplied locomotives with larger grates and a slightly larger boiler that also used a Belpaire firebox. Kessler supplied another eight locomotives to this design and Grafenstaden contributed seven in 1875. All of them were converted to Class III b between 1881 and 1891.

NB: Tube diameter is an estimate based on the known count and length of the tubes combined with the known firebox and evaporative heating surfaces.

Class IIIb (Locobase 5780)

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

When the collection of Class III locomotives were subjected to an updating beginning in 1881, the power plant remained unchanged. Rather than increasing the tractive effort, the upgrade offered more grate area and hence more firebox heating surface. The earlier IIIs also received a bigger boiler.

Clearly this basic design worked for the Bad.St.B.

Class IIa / BR 36 7301 (Locobase 5768)

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

This double-dozen set was the first in a series of American-type Eight-wheelers designed to cope with heavier trains and faster schedules than could be managed by the Cramptons and other smaller 4-4-0s. Although wider-spread than the leading bogies of the earlier engines, the front trucks still had a relatively short 1.44-m (4 ft 9 inch) wheelbase. The cylinders were set well forward over the leading bogie axle.

Trials showed an ability to pull a 150-ton train up a 1 1/4% grade at 50 kmh (31 mph) and 220 tons on the level at 84 kmh (52 mph). Even so, the boiler was soon overmatched and the class relegated to local service. On that less-demanding duty, ten survived to be taken into the DRG in 1923 and given BauReihe ID 73 01. All were retired by 1925.

Class IIb / BR 36 73 3 (Locobase 14219)

Data from []

Locobase 5768 shows the first 24 engines in this series of American-type Eight-wheelers, which were larger than their predecessors but not powerful enough to keep up with increased demand. Kessler's works revised the design in several ways for this next batch of 10. The MGB introduced a Belpaire boiler with fewer, longer tubes and stretched the leading bogie's wheelbase to 2 metres (78 1/2") for a smoother ride.

The upgrade still didn't deliver all the desired power, so SACM supplied a slightly bigger and higher-pressured boiler in the IIc (Locobase 14218).

Five of the IIb nevertheless survived to be taken into the DRG in 1923 and grouped in BauReihe ID 73 3. All were retired by 1925.

Class IIc / BR 36 73, BR 36 11 (Locobase 14218)

Data from SACM diagram from locomotive book supplied by Dany Machi up at [] as

Diagrammes des machines SACM construites a GRAFENSTADEN (October 2007).No. 97. See also Wikipedia at [] . This express passenger design had a Belpaire firebox like the immediately preceding IIb (Locobase 14219), but introduced inside frames and inside valve gear. Fire-side tube diameter was 41 mm. The latter improved rideability and the engine was rated at 110 km/h (68 mph) pulling 260 tons. Its external appearance included a continuous footboard and separate splashers over the top-third of each driver. The last five in the class were delivered with French-style "wind-cutter" fairings ahead of the cab and the stack.

Most of the class remained in service into the 1920s. As part of 1918 reparations for German "war guilt", nine of the class were assigned to French railways as 220-902 to 220-910.

20 were given DRG class IDs and renumbered 36 7351, 7361-7371, 7381-7382, and 1101-1106. All were retired by 1925.

Class VII / Vc (Locobase 11205)

Data from [], last accessed 13 April 2010.

The Baden railway turned to an American builder to procure these four Bury-boilered locomotives. They were not a success and were frequently modified, the last time to a 2-4-0T tank engine.

Class XII / III (Locobase 5777)

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

Kessler had already produced this 8-wheelers for a Swiss railroad when it delivered 6 to the Badische.St.B. Production continued to 1865 with variations. For example, the first 20 were delivered with a small steam dome, the latter 21 carrying a larger one. Boiler pressure and heating surface area increased for the later locomotives (to 8 bar/113 psi and 89.87 sq m/967 sq ft).

Lindecke notes that these 8-wheelers had a short wheelbase with the bogie pivot shifted toward the rear to allow them to use the turntables of the day. Outside cylinders drove on the first coupled axle. In the 1880s, most of the class was converted to class IIIa standard. The others were retired between 1892 and 1894.

NB: Tube diameter is an estimate based on the known count and length of the tubes combined with the known firebox and evaporative heating surfaces.