## Sub Chapters

*Bavarian*G 5/5

*German Reichsbahn*class 57

^{5}

95 produced

As everywhere in Central Europe, the amount of goods transported in Bavaria increased sharply at the beginning of the century. Since one also had to contend with many topographically demanding routes, the newly procured mainline freight locomotive had to be very powerful. The first 15 examples were delivered by Maffei in 1911 and were ten-coupled locomotives without a carrying axle.

Power was provided by a four-cylinder compound engine of the Von Borries design, which was particularly popular in Bavaria, onto the third coupled axle. As with the prestigious Bavarian express train locomotives, a bar frame was also used here. The running characteristics of the five coupled axles was ensured by designing the first and fifth axle to be laterally displaceable by 20 mm each and by weakening the wheel flanges of the third axle by 7 mm.

When, after the First World War, a maximum axle load of 16 tonnes was not longer a limit, the only seven remaining locomotives were supplemented by 80 new ones, which were reinforced. They were the most powerful ten-coupled steam locomotives developed by any Länderbahn and were put into service between 1920 and 1924 by the Reichsbahn, which was still known as the “Deutsche Reichseisenbahnen” at that time.

This reinforced variant was able to tow 1,050 tonnes on a gradient of 0.5 percent at up to 40 km/h. It achieved better performance than the later manufactured classes 50 and 52 with a 2-10-0 wheel arrangement, but only 15 tonnes axle load. The indicated power was about the same for all of them, but the G 5/5, with its smaller wheels and thus a maximum speed of only 60 km/h, was able to develop greater traction.

At the Reichsbahn, the locomotives of the first batch were given the numbers 57 501 to 57 507 and those of the second series became 57 511 to 57 590. Despite their high power, they suffered a fate like that of many four-cylinder locomotives. Since the Head of Design, Wagner, preferred simpler designs such as the Prussian two- and three-cylinder locomotives that existed in large numbers, a large number were decommissioned around 1930 and replaced with newly built machines.

After the Second World War, about 20 machines were still available and most of them were damaged. These were decommissioned before 1947 and the remaining numbers were so small that the Bundesbahn parted with them by 1950.

Variant | 1911 variant | 1920 variant |
---|

General | ||

Built | 1911 | 1920-1924 |

Manufacturer | Maffei | |

Axle config | 0-10-0 (Ten-coupled) | |

Gauge | 4 ft 8 1/2 in (Standard gauge) |

Dimensions and Weights | ||

Length | 63 ft 5 7/16 in | 63 ft 1 3/16 in |

Wheelbase | 19 ft 8 1/4 in | |

Rigid wheelbase | 10 ft 6 in | |

Total wheelbase | 49 ft 10 13/16 in | |

Empty weight | 153,221 lbs | 167,110 lbs |

Service weight | 170,858 lbs | 184,086 lbs |

Adhesive weight | 170,858 lbs | 184,086 lbs |

Total weight | 282,853 lbs | 303,135 lbs |

Axle load | 34,172 lbs | 37,258 lbs |

Water capacity | 5,812 us gal | |

Fuel capacity | 16,535 lbs (coal) | 17,637 lbs (coal) |

Boiler | ||

Grate area | 39.8 sq ft | |

Firebox area | 142.1 sq ft | 146.4 sq ft |

Tube heating area | 2,075.3 sq ft | 2,067.7 sq ft |

Evaporative heating area | 2,217.4 sq ft | 2,214.1 sq ft |

Superheater area | 505.9 sq ft | 596.3 sq ft |

Total heating area | 2,723.3 sq ft | 2,810.5 sq ft |

Variant | 1911 variant | 1920 variant |
---|

Power Plant | ||

Driver diameter | 50 in | |

Boiler pressure | 232 psi | |

Expansion type | compound | |

Cylinders | four, HP: 16 3/4 x 24 in and LP: 25 9/16 x 25 3/16 in | four, HP: 17 11/16 x 24 in and LP: 27 3/16 x 25 3/16 in |

Power | ||

Power source | steam | |

Indicated power | 1,629 hp (1,215 kW) | |

Estimated power | 1,582 hp (1,180 kW) | |

Optimal speed | 27 mph | 25 mph |

Top speed | 37 mph | |

Starting effort | 37,698 lbf | 42,328 lbf |

with start valve | 45,238 lbf | 50,794 lbf |

Calculated Values |

*Jeffersonville, Madison & Indianapolis*“Reuben Wells”

2 produced

With the 5.89 percent grade on Madison Hill in Indiana, the Jeffersonville, Madison & Indianapolis operated the steepest line in the United States that has ever been operated in adhesion mode. After the 1.3-mile line was initially horse-powered and briefly operated as a rack railway, Reuben Wells developed a pusher locomotive for adhesion service.

The five-axle tank locomotive was the most powerful locomotive in the world at the time it was put into service. Sufficient adhesive weight was achieved by the fact that all five axles were driven, which made the “Reuben Wells” the first five-coupled locomotive ever. With a driver diameter of only 44 inches, a starting tractive effort of more than 25.000 pounds could be achieved. A special identifying feature were the cylindrical water tanks, which started directly behind the smoke box and went to the rear end of the locomotive.

A year later, a second, identical locomotive with the name “M.G. Bright” was built. The “Reuben Wells” was rebuilt into an 0-8-0T in 1886, shortening it a bit and reducing the supplies. It served in this form until 1898 and was then initially stored. In 1966 it was acquired by the Children's Museum in Indianapolis and transferred to Indianapolis 100 years after she was commissioned.

General | |

Built | 1868 |

Manufacturer | Jeffersonville, Madison & Indianapolis |

Axle config | 0-10-0T (Ten-coupled) |

Gauge | 4 ft 8 1/2 in (Standard gauge) |

Dimensions and Weights | |

Wheelbase | 21 ft |

Rigid wheelbase | 21 ft |

Service weight | 112,000 lbs |

Adhesive weight | 112,000 lbs |

Water capacity | 1,800 us gal |

Fuel capacity | 6,720 lbs (wood) |

Boiler | |

Grate area | 15.8 sq ft |

Firebox area | 116 sq ft |

Tube heating area | 1,263 sq ft |

Evaporative heating area | 1,379 sq ft |

Total heating area | 1,379 sq ft |

Power Plant | |

Driver diameter | 44 in |

Boiler pressure | 130 psi |

Expansion type | simple |

Cylinders | two, 20 1/2 x 24 in |

Power | |

Power source | steam |

Estimated power | 400 hp (298 kW) |

Optimal speed | 10 mph |

Starting effort | 25,330 lbf |

Calculated Values |

*Yugoslav State Railway*No. 1932 to 1937

6 produced

For the Steinbeis Railway in today's Bosnia-Herzegovina, the JDŽ needed six heavy narrow-gauge locomotives, which were supplied by Škoda in Czechoslovakia. In order to obtain sufficiently strong locomotives for the light construction of this forest railway, they had five coupled axles. They did not require any carrying axles and could generate a high pulling power with a wheel diameter of 800 mm.

When operations on the Steinbeis railway ceased in 1975, two locomotives came to the Banovići coal railway. Two more were erected as a memorial and another was placed in storage for eventual erection as a memorial. The number 1932 was bought by the Austrian club “Club 760” and has been used in the Czech Republic since 2009 as U57.001.

General | |

Built | 1946 |

Manufacturer | Škoda |

Axle config | 0-10-0 (Ten-coupled) |

Gauge | 2 ft 5 15/16 in (Bosnian gauge) |

Dimensions and Weights | |

Length | 42 ft 5 7/16 in |

Service weight | 76,059 lbs |

Adhesive weight | 76,059 lbs |

Total weight | 113,538 lbs |

Axle load | 15,212 lbs |

Water capacity | 1,585 us gal |

Fuel capacity | 8,818 lbs (coal) |

Boiler | |

Grate area | 17.2 sq ft |

Evaporative heating area | 660.2 sq ft |

Total heating area | 660.2 sq ft |

Power Plant | |

Driver diameter | 31.5 in |

Boiler pressure | 174 psi |

Expansion type | simple |

Cylinders | two, 17 11/16 x 15 3/4 in |

Power | |

Power source | steam |

Estimated power | 536 hp (400 kW) |

Optimal speed | 15 mph |

Top speed | 19 mph |

Starting effort | 23,212 lbf |

Calculated Values |

*Imperial-Royal State Railways and Austrian Southern Railway*class 180

*Czechoslovak State Railways*class 523.0,

*Italian State Railway*class 477,

*Yugoslav Railway*class 135, Polish State Railways Tw11 and Romanian Railway class 180

266 produced

Since the eight-coupled steam locomotives around the turn of the century were no longer sufficient for the coal trains on the 3.7 percent of the Prague-Dux railway and on other north Bohemian routes, the kkStB needed a more powerful engine. Gölsdorf had already developed eight-coupleds with axles which could slide transversely according to his system and now, with the 180, launched the first ten-coupled, which was also practical on routes with tight curves.

In order to be able to negotiate curves of up to 180 meters without any problems, the first, third and fifth axles were designed to be slidable. The lateral play was 26, 20 and 26 millimeters on each side. In order to create enough space for the wheels of the first axle, the cylinders were moved as far forward as possible. The drive had to be on the fourth axle, since the third was mounted movable. The crossheads were moved far back to keep the connecting rods from becoming too long.

The boiler was placed as high as possible so that the firebox could rest on the frame. It had two steam domes that were connected to each other to always ensure optimal steam extraction on ascents and descents. At 3.7 percent, the locomotives could transport 190 tonnes at 15 km/h. During test drives on a one percent steep stretch, 600 tons could be pulled at 35 km/h, which corresponded to an output of 1,250 hp.

A total of 181 examples of the original 180.0 series were built until 1908. From number 95, a modified boiler was used, which had a larger grate but a smaller firebox heating surface. The Südbahn procured 27 locomotives, which were identical to the 180.0 of the state railway and were mainly used on the Semmering and Brenner railway. From 1906, the state railway had another 58 units with steam dryers manufactured, which only had one steam dome and were listed as series 180.500. They were primarily used as pusher locomotives, including on the Arlberg Railway.

Since the main area of operation for the 180.0 was in northern Bohemia, a total of 105 examples came to the CSD after the First World War, where they were listed as the 523.0 series. They were converted into twins, redesignated 524.2 and used until the sixties. During the German occupation they had born the numbers 57 701 to 750. 50 examples of the kkStB and all engines of the southern railway came to Italy to the FS and became Baureihe 477 there. The BBÖ was only able to keep 61 examples and retired most of them until 1938. After the connection to the German Reich, the nine remaining locomotives were given the numbers 57 001 to 009 for the short remainder of their service life.

Variant | 180.01-94 | 180.95-181 | 180.500-503 | 180.505-557 |
---|

General | ||||

Built | 1901-1906 | 1906-1908 | 1906 | 1907-1910 |

Manufacturer | Floridsdorf, Wiener Neustadt, StEG, BMMF | |||

Axle config | 0-10-0 (Ten-coupled) | |||

Gauge | 4 ft 8 1/2 in (Standard gauge) |

Dimensions and Weights | ||||

Length | 56 ft 8 3/8 in | |||

Length loco | 36 ft 4 11/16 in | |||

Wheelbase | 18 ft 4 1/2 in | |||

Rigid wheelbase | 9 ft 2 1/4 in | |||

Empty weight | 130,073 lbs | 132,277 lbs | 134,261 lbs | |

Service weight | 144,844 lbs | 146,607 lbs | ||

Adhesive weight | 144,844 lbs | 146,607 lbs | ||

Axle load | 29,101 lbs | 29,542 lbs | 31,085 lbs | |

Water capacity | 4,412 us gal | 3,778 us gal | 4,227 us gal | |

Fuel capacity | 12,125 lbs (coal) | 15,432 lbs (coal) | 13,228 lbs (coal) |

Boiler | ||||

Grate area | 32.3 sq ft | 36.8 sq ft | ||

Firebox area | 139.9 sq ft | 129.2 sq ft | ||

Tube heating area | 2,045.1 sq ft | 1,447.7 sq ft | 2,048.4 sq ft | |

Evaporative heating area | 2,185.1 sq ft | 2,174.3 sq ft | 1,576.9 sq ft | 2,177.5 sq ft |

Superheater area | 592 sq ft | 76.4 sq ft | ||

Total heating area | 2,185.1 sq ft | 2,174.3 sq ft | 2,168.9 sq ft | 2,254 sq ft |

Variant | 180.01-94 | 180.95-181 | 180.500-503 | 180.505-557 |
---|

Power Plant | ||||

Driver diameter | 49.5 in | |||

Boiler pressure | 188 psi | 203 psi | ||

Expansion type | compound | |||

Cylinders | two, HP: 22 1/16 x 24 7/8 in and LP: 33 7/16 x 24 7/8 in |

Power | ||||

Power source | steam | |||

Estimated power | 939 hp (700 kW) | 972 hp (725 kW) | 1,207 hp (900 kW) | 1,039 hp (775 kW) |

Optimal speed | 22 mph | 21 mph | 26 mph | 23 mph |

Top speed | 31 mph | |||

Starting effort | 27,284 lbf | 29,397 lbf | ||

with start valve | 32,741 lbf | 35,276 lbf |

Calculated Values |

*Imperial-Royal State Railways*class 80

*Austrian Federal Railways (BBÖ)*class 57,

*Austrian Federal Railways (BBÖ)*class 157,

*Polish State Railways*Tw12, Yugoslav Railway class 28 and Romanian Railway class 50.0

357 produced

The class 80 was created by superheating the class 180. At that time, however, Karl Gölsdorf generally designed the superheater surface to be small in order to be able to dispense with the expensive import of special lubricants for higher temperatures. Except for a slightly larger high-pressure cylinder, the differences to the 180 were limited.

The first production batch from 1909 to 1910 consisted of 36 examples, in which the high-pressure cylinder was controlled by a piston valve and the low-pressure cylinder by a slide valve. The next 104 examples from 1911 to 1915 only used piston valves. These two variants are known as 80.0 and 80.100 because of their running numbers.

Between 1911 and 1919 the class 80.900 was built in parallel, which had a simple engine. Both cylinders had the same diameter as the high-pressure cylinder on the 80.0 and 80.100. With 212 vehicles, it reached a significantly larger number than the compound variant. Among them were eight pieces that went to the southern railway.

After the First World War, the BBÖ ordered further pieces of the simple variant and classified them as class 80.300. Five others had Lentz valve gear and a small-tube superheater with a significantly larger area, with the evaporation heating area being reduced. These locomotives were listed as 80.600.

Other states from the former territory of the k.u.k. Monarchy subsequently ordered a larger number of identical locomotives. They were assigned to their fleet together with the locomotives taken over from pre-war production and given different designations. So they were called Tw12 in the PKP, class 28 in the JDŽ and series 50.0 in the CFR.

Since the BBÖ only had a few class 80 locomotives left, some of these were converted into simple locomotives. When the Reichsbahn took over the BBÖ in 1938, the class 80 was assigned to the class 57 according to the scheme. After the Second World War, the ÖBB took up this numbering and classified the compound engines as class 157 and the simple engines as class 57.

Variant | 80.0, 80.100 | 80.600 | 80.900 |
---|

General | |||

Built | 1909-1915 | ||

Manufacturer | Floridsdorf, Wiener Neustadt, StEG, BMMF | ||

Axle config | 0-10-0 (Ten-coupled) | ||

Gauge | 4 ft 8 1/2 in (Standard gauge) |

Dimensions and Weights | |||

Length | 56 ft 8 3/8 in | ||

Wheelbase | 18 ft 4 1/2 in | ||

Total wheelbase | 8 ft 2 7/16 in | 13 ft 9 3/8 in | |

Empty weight | 138,230 lbs | 135,584 lbs | |

Service weight | 153,001 lbs | 149,914 lbs | |

Adhesive weight | 153,001 lbs | 149,914 lbs | |

Total weight | 238,981 lbs | 235,894 lbs | |

Axle load | 31,085 lbs | 30,424 lbs | |

Water capacity | 4,227 us gal | ||

Fuel capacity | 18,739 lbs (coal) |

Boiler | |||

Grate area | 36.8 sq ft | ||

Firebox area | 129.2 sq ft | ||

Tube heating area | 2,045.1 sq ft | 1,447.7 sq ft | 2,048.4 sq ft |

Evaporative heating area | 2,174.3 sq ft | 1,576.9 sq ft | 2,177.5 sq ft |

Superheater area | 288.5 sq ft | 722.3 sq ft | 288.5 sq ft |

Total heating area | 2,462.8 sq ft | 2,299.2 sq ft | 2,466 sq ft |

Variant | 80.0, 80.100 | 80.600 | 80.900 |
---|

Power Plant | |||

Driver diameter | 49.5 in | ||

Boiler pressure | 203 psi | ||

Expansion type | compound | simple | |

Cylinders | two, HP: 23 1/4 x 24 7/8 in and LP: 33 7/16 x 24 7/8 in | two, 23 1/4 x 24 7/8 in |

Power | |||

Power source | steam | ||

Estimated power | 1,207 hp (900 kW) | 1,274 hp (950 kW) | 1,207 hp (900 kW) |

Optimal speed | 24 mph | 17 mph | 16 mph |

Top speed | 31 mph | ||

Starting effort | 31,580 lbf | 46,794 lbf | |

with start valve | 37,896 lbf |

Calculated Values |

*Prussian*G 10

*German Reichsbahn*class 57

^{10-35}

2,615 produced

The G 10 was a class of freight tender locomotives that, with five coupled axles, was supposed to develop high tractive effort, but could still be used flexibly due to a low axle load. The successful design not only secured its a long production time, but also orders from other railways at home and abroad.

The design was based on assemblies from other locomotives that had proven themselves and thus saved development costs. The running gear was basically the same as that of the tank locomotive T 16, but the first and last axle were flexibly mounted for better running through curves. This in turn benefited the T 16, which was designated as the T 16^{1} with the modified chassis. The boiler was taken from the P 8, it was known for its good evaporation performance.

The procurement extended from 1910 to 1925, so the last machines were put into service directly by the Reichsbahn. A total of 2,615 units were built for the Prussian State Railways and their successors. Other customers with smaller quantities were the Reichseisenbahnen Alsace-Lorraine and the Saarbahnen in the German-speaking area, as well as Turkey, Romania, Poland and Lithuania abroad. More locomotives were built in Romania until 1944 and some of the Turkish engines were built in Sweden at NoHAB.

The number of G 10s given away as reparations after the First World War, with 222 units, was relatively small compared to other locomotives, and this meant that in the years that followed they could also be distributed throughout the country outside of Prussian territory. They were classified as class 57^{10-35}. Despite their relatively low speed of 60 km/h, they were also used in front of passenger trains on secondary lines with fewer curves. Some were given Bavarian type 3 T 20.2 tenders, like those used on the G 4/5 H. Due to their distribution over a large area, 112 of the locomotives remaining in Germany came to the Reichsbahn in the GDR, 649 to the Bundesbahn and 81 to the railways of the Saarland, which initially did not belong to Germany. The decommissioning took place at the Federal Railways until 1970 and at the Reichsbahn until 1972.

Variant | 1910 variant | 1919 variant |
---|

General | ||

Built | 1910-1919 | 1919-1925 |

Manufacturer | Henschel, Hanomag, Krupp, AEG, Borsig, Hohenzollern, Grafenstaden, Jung, Linke-Hofmann, O&K, Rheinmetall, BMAG, Schichau, StEG, Wiener Neustadt, Malaxa, Reșița, NoHAB | |

Axle config | 0-10-0 (Ten-coupled) | |

Gauge | 4 ft 8 1/2 in (Standard gauge) |

Dimensions and Weights | ||

Length | 62 ft 0 9/16 in | |

Wheelbase | 19 ft 8 1/4 in | |

Rigid wheelbase | 4 ft 11 1/16 in | |

Service weight | 153,221 lbs | 168,433 lbs |

Adhesive weight | 153,221 lbs | 168,433 lbs |

Axle load | 30,644 lbs | 33,731 lbs |

Water capacity | 4,359 us gal | 5,680 us gal |

Fuel capacity | 15,432 lbs (coal) |

Boiler | ||

Grate area | 28 sq ft | 28.3 sq ft |

Firebox area | 156.1 sq ft | 164 sq ft |

Tube heating area | 1,626.4 sq ft | 1,547.8 sq ft |

Evaporative heating area | 1,782.5 sq ft | 1,711.9 sq ft |

Superheater area | 567.3 sq ft | 634 sq ft |

Total heating area | 2,349.8 sq ft | 2,345.9 sq ft |

Variant | 1910 variant | 1919 variant |
---|

Power Plant | ||

Driver diameter | 55.1 in | |

Boiler pressure | 174 psi | |

Expansion type | simple | |

Cylinders | two, 24 13/16 x 26 in |

Power | ||

Power source | steam | |

Indicated power | 1,085 hp (809 kW) | |

Optimal speed | 16 mph | |

Top speed | 37 mph | |

Starting effort | 42,893 lbf |

Calculated Values |

*Saxon*XI V, XI H and XI HV

*German Reichsbahn*class 57

^{0-2}

147 produced

The class XI was the first Saxon freight locomotive with five coupled axles. It was manufactured by Hartmann in three different versions from 1905, as the search for the optimal propulsion concept for this type of train was still ongoing. In 1905, eight locomotives were manufactured as XI H with a superheated simple engine and two each as XI HV with two-cylinder superheated compound engine and as XI V with saturated compound engine. In the end, the decision was initially made to use the compound engine without a superheater, but series production of further 106 XI Vs only began in 1909.

In order to achieve good running characteristics in curves, the Gölsdorff system, popular with ten-coupleds, was used in the first examples, in which the first, third and fifth axles could be moved. In the production variant, the middle axle could no longer be moved, which simplified production and still led to satisfactory running characteristics. From 1915, production was switched to the variant with superheated compound engine, so that another 29 XI HV were produced by 1918. 28 pieces of the first series were later equipped with superheaters.

After the First World War, almost 50 locomotives went to various countries, where some of them remained in use for a long time. Probably the last was a locomotive that was designated 474.001 by the Italian State Railways FS and was only retired in 1948. At the Reichsbahn, the locomotives were designated as class 57^{0-2} and were used until the 1930s.

Variant | XI H | XI HV | XI V |
---|

General | |||

Built | 1905-1913 | 1905, 1915-1918 | 1905-1915 |

Manufacturer | Hartmann | ||

Axle config | 0-10-0 (Ten-coupled) | ||

Gauge | 4 ft 8 1/2 in (Standard gauge) |

Dimensions and Weights | |||

Length | 60 ft 3 7/16 in | ||

Length loco | 38 ft 4 15/16 in | 38 ft 5 3/4 in | |

Wheelbase | 18 ft 4 1/2 in | ||

Rigid wheelbase | 9 ft 2 1/4 in | ||

Empty weight | 136,246 lbs | 137,348 lbs | |

Service weight | 153,442 lbs | 155,646 lbs | 161,158 lbs |

Adhesive weight | 153,133 lbs | 155,646 lbs | 161,158 lbs |

Axle load | 32,628 lbs | 31,306 lbs | 32,628 lbs |

Water capacity | 2,378 us gal | 3,434 us gal | 2,378 us gal |

Fuel capacity | 6,614 lbs (coal) | 8,818 lbs (coal) | 6,614 lbs (coal) |

Boiler | |||

Grate area | 35.4 sq ft | ||

Firebox area | 140.9 sq ft | 142.4 sq ft | 142.1 sq ft |

Tube heating area | 1,583.4 sq ft | 2,016.8 sq ft | 2,017.2 sq ft |

Evaporative heating area | 1,814.6 sq ft | 2,159.2 sq ft | |

Superheater area | 473.6 sq ft | 224.1 sq ft | |

Total heating area | 2,288.2 sq ft | 2,383.3 sq ft | 2,159.2 sq ft |

Variant | XI H | XI HV | XI V |
---|

Power Plant | |||

Driver diameter | 48.8 in | 49.6 in | |

Boiler pressure | 174 psi | 188 psi | |

Expansion type | simple | compound | |

Cylinders | two, 24 7/16 x 24 13/16 in | two, HP: 23 1/4 x 24 13/16 in and LP: 33 7/8 x 24 13/16 in |

Power | |||

Power source | steam | ||

Indicated power | 1,085 hp (809 kW) | 1,199 hp (894 kW) | |

Estimated power | 1,006 hp (750 kW) | ||

Optimal speed | 15 mph | 26 mph | 22 mph |

Top speed | 28 mph | ||

Starting effort | 44,770 lbf | 29,391 lbf | |

with start valve | 35,269 lbf |

Calculated Values |

*Austrian Southern Railway*class 480

6 produced

General | |

Built | 1921 |

Manufacturer | StEG |

Axle config | 0-10-0 (Ten-coupled) |

Gauge | 4 ft 8 1/2 in (Standard gauge) |

Dimensions and Weights | |

Length loco | 36 ft 6 9/16 in |

Wheelbase | 18 ft 4 1/2 in |

Rigid wheelbase | 9 ft 2 1/4 in |

Service weight | 157,630 lbs |

Adhesive weight | 157,630 lbs |

Water capacity | 4,491 us gal |

Fuel capacity | 14,550 lbs (coal) |

Boiler | |

Grate area | 40.6 sq ft |

Firebox area | 136.7 sq ft |

Tube heating area | 1,762.1 sq ft |

Evaporative heating area | 1,898.8 sq ft |

Superheater area | 488.7 sq ft |

Total heating area | 2,387.4 sq ft |

Power Plant | |

Driver diameter | 51.1 in |

Boiler pressure | 203 psi |

Expansion type | simple |

Cylinders | two, 24 x 24 7/8 in |

Power | |

Power source | steam |

Indicated power | 1,307 hp (975 kW) |

Optimal speed | 17 mph |

Top speed | 31 mph |

Starting effort | 48,482 lbf |

Calculated Values |

*Württemberg*G

5 produced

Since the trains on the Geislinger Steige increasingly needed double-headed trains or pusher locomotives, a heavy freight locomotive was developed around 1890 that was supposed to be able to cope with these inclines on its own. The result was the type G, which was only built five times, but was remarkable with its complex construction.

On the route, the limited axle load made five coupled axles necessary to achieve the required adhesive load, but the narrow curve radii represented an obstacle. For this reason, a Klose chassis was installed, the axles of which were articulated by the movement of the tender and thus followed the course of the curve. A lever system ensured that the coupling rods were also adjusted. A three-cylinder compound engine, which acted on the second coupled axle, was used for better power development and smooth running under full steam.

The maximum speed of the locomotives was 45 km/h, like most freight locomotives of the time, and 680 tonnes could still be pulled at 18 km/h on a gradient of one percent. On the Geislinger Steige, where the gradient measures up to 2.25 percent, the G was still able to pull 300 tonnes at 13 km/h. Even if this value seems very low, double-headed locomotives could not do much more at that time. Later, the engines were replaced by the more powerful H type, which was produced in larger numbers. They were retired by 1921.

General | |

Built | 1892 |

Manufacturer | Esslingen |

Axle config | 0-10-0 (Ten-coupled) |

Gauge | 4 ft 8 1/2 in (Standard gauge) |

Dimensions and Weights | |

Length | 46 ft 2 5/16 in |

Wheelbase | 19 ft 8 1/4 in |

Rigid wheelbase | 8 ft 6 3/4 in |

Empty weight | 136,135 lbs |

Service weight | 151,854 lbs |

Adhesive weight | 151,854 lbs |

Total weight | 213,584 lbs |

Axle load | 30,622 lbs |

Water capacity | 2,642 us gal |

Fuel capacity | 11,023 lbs (coal) |

Boiler | |

Grate area | 23.5 sq ft |

Firebox area | 111.7 sq ft |

Tube heating area | 2,204.8 sq ft |

Evaporative heating area | 2,316.5 sq ft |

Total heating area | 2,316.5 sq ft |

Power Plant | |

Driver diameter | 48.4 in |

Boiler pressure | 174 psi |

Expansion type | compound |

Cylinders | three, HP: 18 7/8 x 24 1/8 in and LP: 18 7/8 x 24 1/8 in |

Power | |

Power source | steam |

Estimated power | 805 hp (600 kW) |

Optimal speed | 20 mph |

Top speed | 28 mph |

Starting effort | 26,281 lbf |

with start valve | 31,537 lbf |

Calculated Values |

*Württemberg*H and Hh

*German Reichsbahn*classes 57

^{3}and 57

^{4}

34 produced

Since the class G was not built in large numbers due to its engine being overly complex, there were still many six-coupled locomotives in use at the beginning of the century. In order to be able to avoid having to pull heavy freight trains in double in the future, a successor to the G was urgently needed and so the class H was developed. The requirements stipulated a 685-tonne train on a gradient of one percent and radii of up to 274 meters with 20 km/h to be moved, which required a power of about 800 hp.

In contrast to the complicated chassis of the predecessor, all axles were mounted in the main frame and the first, third and fifth were designed to be laterally shiftable according to the Gölsdorf system. Eight examples were built between 1905 and 1909 with a two-cylinder compound engine using saturated steam technology. A distinguishing feature of these locomotives were the two steam domes, which were far apart and were connected with a pipe. The sandboxes were not on the boiler, but on the running boards. During test runs under unfavorable adhesive conditions, 700 tonnes could be towed at 25 km/h up a gradient of one percent, which exceeded the required performance.

From 1909 to 1920, 26 vehicles of a revised design were procured, which were designated as type Hh. They differed from the first series mainly in having a simple engine using superheated steam. The boiler pressure was lowered from 15 to 13 bars and the heating surface was reduced from 168 to 159 m², which nevertheless resulted in the same output.

The Reichsbahn only took over four of the engines from the first construction lot and assigned them the numbers 57 301 to 57 304. They were subsequently converted to superheated steam. 17 of the newer units were taken over, these were given the numbers 57 401 to 57 417 to distinguish them. Due to the advent of more powerful freight locomotives, all units of the classes H and Hh were retired by 1935.

Variant | H | Hh |
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General | ||

Built | 1905-1920 | |

Manufacturer | Esslingen | |

Axle config | 0-10-0 (Ten-coupled) | |

Gauge | 4 ft 8 1/2 in (Standard gauge) |

Dimensions and Weights | ||

Length | 55 ft 10 11/16 in | |

Length loco | 35 ft 5 3/4 in | |

Wheelbase | 18 ft 4 1/2 in | |

Rigid wheelbase | 9 ft 2 1/4 in | |

Service weight | 161,599 lbs | 167,992 lbs |

Adhesive weight | 161,599 lbs | 167,992 lbs |

Axle load | 32,452 lbs | 33,510 lbs |

Water capacity | 3,963 us gal | |

Fuel capacity | 11,023 lbs (coal) |

Boiler | ||

Grate area | 31.2 sq ft | 30.1 sq ft |

Firebox area | 109.8 sq ft | 107.6 sq ft |

Tube heating area | 1,701.8 sq ft | 1,606 sq ft |

Evaporative heating area | 1,811.6 sq ft | 1,713.6 sq ft |

Superheater area | 500.5 sq ft | |

Total heating area | 1,811.6 sq ft | 2,214.1 sq ft |

Variant | H | Hh |
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Power Plant | ||

Driver diameter | 49.2 in | |

Boiler pressure | 218 psi | |

Expansion type | compound | simple |

Cylinders | two, HP: 22 1/4 x 24 1/8 in and LP: 33 7/8 x 24 1/8 in | two, 24 7/16 x 24 1/8 in |

Power | ||

Power source | steam | |

Estimated power | 939 hp (700 kW) | 1,140 hp (850 kW) |

Optimal speed | 19 mph | 13 mph |

Top speed | 28 mph | |

Starting effort | 31,297 lbf | 53,952 lbf |

with start valve | 37,556 lbf |

Calculated Values |