| Palatine L 1 Palatine Pts 3/3 N DRG Class 99.08–09 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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 Locomotive XIV FRISENHEIM in 1900 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| * Values for XXVIII and XXIX | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
The narrow gauge steam locomotives of Palatine L 1 and Pts 3/3 N of the Palatinate Railway were procured for lines in the area of Ludwigshafen, Neustadt an der Weinstrasse and Speyer (the Neustadt-Speyer Lokalbahn or branch line). On the formation of the Reichsbahn the engines were given the running numbers 99 081 to 99 093.
The first seven locomotives from 1889 were given the railway numbers XI to XVII. Further deliveries followed in 1891 (XVIII - XX) and 1899 (XXI and XII). In 1907 and 1910 there was a follow-on order for two, largely identical engines. These were given numbers XXVIII and XXIX. The latte was designated as Class Pts 3/3 N in accordance with the Bavarian numbering scheme following the 1909 take over of the Palatine railways by the Royal Bavarian State Railways. All engines delivered up to 1907 were also given a name.
Class L 1 locomotives were assigned to the depots at Ludwigshafen and Neustadt-Haardt. Their sphere of operations was in Anterior Palatinate (Vorderpfalz) on the routes from Ludwigshafen to Dannstadt and to Grosskarlbach. The last two engines were deployed on the Neustadt and Haardt railway to Geinsheim which opened in 1908.
Locomotive no. XX Laumersheim was lost during the First World War. All the others were taken over by the Reichsbahn. The first locomotives were retired in 1930/31; the remainder between 1948 and 1957. There were three locomotives still in service after the Second World War in the French Zone of Occupation: Nos. 99 086, 99 087 and 99 091. [1] In addition Nos. 99 092 and 99 093 of the follow-on series were also left on duty in the same area. [2] In 1939, number 99 081 went to the Wangerooge Island Railway and was retired there on 12 August 1952. The last locomotive still in service was 99 093 which was finally withdrawn on 10 August 1957.
Because the lines ran on or alongside roads it was decided to design the locomotives as tramway or 'box' locomotives (Kastenlokomotive). They had a fully glazed, box body and the drive was covered to reduce the risk to passers-by or horses. In order to enable the engine driver to see the line there was a sliding side window. The driver himself stood to one side next to the boiler. The water tank was integrated into the rivetted plate frame. The filling points were on the front wall the left and right of the smokebox. Coal was stored behind the outer firebox on the footplate. As a result, the engines could only be laboriously coaled using baskets.
The saturated steam drive was on the outside and had slide valves. The cylinders were set horizontally and drove the third coupled axle. The running gear was supported at three points. Th first and second coupled axle were supported on common carrying springs and the third on a transverse leaf spring.
The boiler barrel was rivetted and comprised two sections. The steam dome sat on top of the second section.
Initially a Hardy vacuum brake was installed; this was later replaced by a Westinghouse compressed-air brake. The sander was hand-operated and sanded the second and third axles. The engines also had a Latowski steam-operated bell and, later, a steam turbo generator was fitted over the smokebox door outside the locomotive body to provide electric lighting.
The Bavarian Class D X engines were saturated steam locomotives of the Royal Bavarian State Railways.
The Bavarian Class D VIII were saturated steam locomotives with the Royal Bavarian State Railways.
The Bavarian Class D VI were German, 0-4-0, steam locomotives of the Royal Bavarian State Railways. They were light, twin-coupled, saturated steam, tank engines. Maffei supplied the first 30 locomotives from 1880 to 1883, and Krauss delivered a further 23 up to 1894.
The Bavarian Class D XII steam locomotives were manufactured by the firm of Krauss from 1897 for the Royal Bavarian State Railways. Ninety six of them were procured for service on the stub lines running from Munich into the mountains, but in reality they were stationed in many large Bavarian locomotive depots. Two engines were transferred to the Palatinate Railway (Pfalzbahn) in 1916, the remaining 94 later joined the Deutsche Reichsbahn fleet and were incorporated as DRG Class 73.0-1 with operating numbers 73 031–124.
The only AA I steam locomotive of the Royal Bavarian State Railways was built by the firm of Krauss in 1896. It had been designed by chief mechanical engineer, Richard von Helmholtz, as a 4-2-2-2 tender locomotive. The engine was largely based on the Bavarian B XI, but the driving and running gear was modified. The second coupled axle was replaced by a fixed carrying axle, and a dolly axle (Vorspannachse) added between the bogie and driving axle. This could be lowered by a pressure cylinder and was driven by an auxiliary engine with two cylinders. Despite her high maintenance requirement, she was economical to run due to her low steam consumption. In 1907 she was rebuilt after an accident into a 2'B h2 locomotive and redesignated as a Class P 2/4. She was taken over by the Deutsche Reichsbahn and run under operating number 36 861. She was the last Bavarian 4-4-0 locomotive to be retired in 1933.
The physically identical Palatine and Bavarian Class R 4/4 engines of the Royal Bavarian State Railways were goods train tank locomotives with four coupled axles and no carrying axles. The first nine machines were built for the Palatinate Railway (Pfalzbahn) in 1913 and 1915 as the Palatine Class R 4, the remainder from 1918 to 1925 as Bavarian R 4/4 engines.
The six-coupled P 5 of the Palatinate Railway (Pfalzbahn) was to replace the four-coupled locomotives in the Palatinate. They were given a leading Krauss-Helmholtz bogie and a trailing bogie in order to achieve satisfactory weight distribution.
The Class S 2/5 express locomotives of the Royal Bavarian State Railways were the first steam engines in Germany to be built with full-length bar frames. The prototypes for this type of frame were the two locomotives imported in 1900 from Baldwin Locomotive Works in the US, that had been similarly classified as the S 2/5.
The engines of DR Class 99.23 are metre gauge tank locomotives, that were procured by the Deutsche Reichsbahn (DR) in East Germany from 1954 to 1956. When they entered service they had operating numbers 99 231–99 247. Today they are numbered 99 7231–99 7247.
The steam locomotives of DRG Class 34.73, formerly the Mecklenburg Class P 3.1 were passenger train locomotives operated by the Grand Duchy of Mecklenburg Friedrich-Franz Railway and were based on the Prussian P 3.1. They were sometimes used in express train services to begin with. Of the 41 examples belonging to this administration, which were built between 1888 and 1908, two originally came from the Lloyd Railway (Neustrelitz-Warnemünde). One improvement over the Mecklenburg P 2 was the braked coupled axle.
The Saxon Class VIb were four-coupled, tender locomotives in express train service with the Royal Saxon State Railways. In 1925, the Deutsche Reichsbahn grouped these engines into DRG Class 34.8.
The Baden Class I e locomotives with the Grand Duchy of Baden State Railways were twin-axled tank engines that were built by the Maschinenbaugesellschaft Karlsruhe for duties on branch lines.
Class T 5 of the Palatinate Railway was a German, goods train, tank locomotive class with five coupled axles and no carrying axles.
The Palatine Class L 2 were a group of steam locomotives used on the Palatinate Railway in early 20th century Bavaria. They were built for the line between Speyer and Neustadt an der Weinstrasse. Because the engines were to be used double-headed, they had doors on the front and rear of the driver's cabs and an opening in the running plate. This enabled access to the locomotive from the train whilst running.
The German steam locomotive of Palatine Class Pts 2/2 of the Palatinate Railway was a one-off and was built by the firm of Maffei in Munich. Notable features were the high boiler and the locomotive frame used as a water tank. Coal was carried in two bunkers on the left and right of the driver's cab.
The DRG Class 99.10, formerly the Palatine Class Pts 3/3 H of the Palatinate Railway, was a German narrow gauge steam locomotive. It was the superheated version of the PtS 3/3 N. Unlike the saturated steam version the upper section of these engines was no longer glazed, otherwise they were broadly identical. They could carry up to 2.0 m3 of water and 1.2 t of coal.
The German steam locomotives of Palatine Class P 3I were operated by the Palatinate Railway and were the first engines in Germany with a 4-4-2 (Atlantic) wheel arrangement. The two-cylinder saturated steam locomotives with inside cylinders had in addition to an inside bar frame a characteristic outer frame for the rear part of the locomotive, that partly covered the driving wheels. The valve gear was of the Joy type.
The Palatine T 4II was a class of saturated steam, tank locomotives operated by the Palatinate Railway.
The locomotives of Palatine Class T 4I were saturated steam tank engines operated by the Palatinate Railway. Krauss delivered four of them in 1895 and a further three in 1897. The development of these engines had been based on the second batch of Bavarian D VIII engines and they differed only in a few dimensions: for example, the diameter of the carrying and coupled wheels was smaller. In addition they had a larger coal tank.
| Early locomotives |  | |
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| Passenger and express train locomotives | ||
| Goods train locomotives | ||
| Tank locomotives | ||
| Narrow gauge locomotives | ||
| Railbuses | ||