4000th locomotive built by Krauss was an E I neuere Ausführung, numbered 2084 (which in fact should have replaced the ‘4000’ plate). Built in 1899, this locomotive was withdrawn in 1924. Source: Lokomotiv-Archiv Bayern (see References).
Side drawing of class E I neuere Ausführung; source: as above. Earlier engines often ran with three-axle tenders.
No. 2064 (3300/1897) Bauart Sondermann before conversion into the standard version. Source: Lokomotiven der alten deutschen Staats- und Privatbahnen by H. Maey and E. Born, Transpress, 1983.
An unidentified K.Bay.St.B. E I Bauart Vauclain, location and date unknown. Source: Die Lokomotive January 1906.
Class E I of Königlich Bayerischen Staatsbahn (K.Bay.Sts.B) included in fact four distinct types of freight tender locomotives, which shared the 1-4-0 axle arrangement and ran on saturated steam. All but two examples were built by Krauss company of Munich.
First batch comprised the prototype (2989/1894) and eleven examples (factory numbers 3201 through 3211, delivered between 1895 and 1896). They were fitted with single-expansion steam engines, with cylinders mounted in front of the lead Krauss-Helmholtz truck and driving the first coupled axle. K.Bay.Sts.B. numbered them 2051 through 2062, later they were referred to as Normalbauart ältere Ausführung (standard version, older type). Next two examples (3212/1896 and 3300/1897, service numbers 2063 and 2064) were fitted with Sondermann-type compound engine and hence known as Bauart Sondermann. This version was unsuccessful and 48 examples known as Normalbauart neuere Ausführung, delivered between 1899 and 1901, reverted to the single-expansion engine, but with cylinders mounted behind the lead idle axle. They were numbered 2065 through 2084, 2087 through 2099 and 2116 through 2130; 2063 and 2064 were later also rebuilt to this standard. Two examples, 2085 and 2086, were purchased from American Baldwin company, mainly for test purposes. They featured four-cylinder Vauclain-type compound engines (and were referred to as Bauart Vauclain) and bar frames, then a novelty in Germany. The latter feature was later adopted in several designs, but Vauclain engine found little favor, being considered complex and troublesome in maintenance.
A few locomotives of this type were withdrawn in 1918; seven went to France (ETAT) and two to Belgium (CFB). DRG reserved for them class designation 563 and service numbers 56 301 through 309 (ältere Ausführung), 56 310 and 56 311 (former Bauart Sondermann) and 56 312 through 353 (neuere Ausführung). None, however, was actually assigned, as these locomotives, considered obsolescent and untypical, were all withdrawn before 1925. Reserved numbers were finally assigned to KPEV G81s.
Polish state railways took over only one engine of the neuere Ausführung variety, former 2119 (Krauss 4453/1901), which had been impressed into German military railways and left in Poland. It was classed Tr101. LP does not conform that it was numbered Tr101-1, although it was still in the company’s inventory in 1927. This results from the fact that confusion with very similar class Tr102 cannot be excluded. The sole Polish Tr101 was withdrawn before 1936 and not a single example of this type has been preserved.
Main technical data*)
*) Note: data (except production figures) for Normalbauart neuere Ausführung.
References and acknowledgments
- www.beitraege.lokomotive.de (website by Ingo Hütter);
- Lokomotiv-Archiv Bayern by Heinz Schnabel (Transpress, 1987);
- Charakterystyka parowozów (Steam Locomotive Characteristics) by A.Czeczott (Ministry of Transport, 1927).